JP6370672B2 - Vehicle power transmission control device - Google Patents

Description

  The present invention relates to a vehicle power transmission control device.

  Conventionally, a transmission having a plurality of shift speeds, and a clutch interposed between a drive output shaft of a power source of a vehicle and an input shaft of the transmission, the transmission and the clutch being an actuator A vehicle power transmission control device is widely known (see, for example, Patent Documents 1 and 2).

  In the transmission of the device described in the above document, an “engaged member” and an “engagement member” are provided for each of the shift stages. The “engaged member” is fixed to an idler gear that is rotatably provided on the input shaft or output shaft of the transmission. The “engagement member” is a non-rotatable relative to the shaft on which the idle gear is provided, and an engagement position that engages with the engaged member in the axial direction and a non-engagement with the engaged member. It is provided to be movable between engagement positions. The “engagement member” of one of the plurality of gears is in the “engagement position”, and the “engagement member” of the remaining gears of the plurality of gears is “not engaged”. In the “position”, the gear position is realized.

  In the apparatus described in the above document, the clutch is engaged when performing a shift operation (hereinafter referred to as “shift-up”) that changes the “realized shift speed” to the high speed side in the acceleration state of the vehicle. In this state, the “engagement member” at the “engagement position” of the gear stage before the gear shift is driven toward the “non-engagement position” and the “non-engagement position” of the gear stage after the gear shift. By driving the “engagement member” in the position toward the “engagement position”, the upshift can be performed instantaneously. As a result, it is possible to achieve shift up (so-called “seamless”) while continuously transmitting the drive torque in the acceleration direction of the drive source to the drive wheels.

Special table 2010-510464 gazette JP 2009-536713 A

  Hereinafter, for convenience of explanation, a shift operation that changes the “realized gear stage” to the low speed side in the deceleration state of the vehicle is referred to as “shift down”, and no gear shift operation is performed when a certain gear stage is realized. The acceleration state of the vehicle is referred to as “normal acceleration”, and the deceleration state of the vehicle that does not involve a shift operation in a state in which a certain shift speed is realized is referred to as “normal deceleration”.

  As described above, in a vehicle power transmission device that can achieve a seamless upshift, an appropriate operation can be obtained even in “downshift”, “normal acceleration”, and “normal deceleration” other than “upshift”. Is desirable.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle power transmission device that can achieve a seamless upshift, and is suitable for “downshift, normal acceleration, and normal deceleration. One aspect of the present invention is to provide an aspect of "operation can be obtained".

  The vehicle power transmission control device according to the present invention has the following two points. That is, the first point is that a pair of frictional engagement surfaces are provided at portions of the engaging member and the engaged member that are opposed to each other for each shift stage. When the engagement member is in the non-engagement position, the pair of friction engagement surfaces do not contact each other, and the engagement member is in the engagement position. In some cases, the pair of friction engagement surfaces are configured to contact each other. Here, the pair of friction engagement surfaces are preferably a female conical friction engagement surface and a male conical friction engagement surface. As a result, it is easy to generate a friction torque (torque in the direction of reducing the difference in rotational speed between the engaging member and the engaged member) that is larger than when the pair of friction engaging surfaces is a pair of planar friction engaging surfaces. .

  A second point relates to an engagement structure between a shaft (corresponding shaft) provided with an idle gear and the engagement member for each of the shift speeds, and when the engagement member is in the engagement position, When the torque in the deceleration direction of the vehicle is acting between the corresponding shaft and the engagement member, the engagement member is the axial force that presses the engaged member, and the deceleration direction. The configuration is such that a force (engagement pressing force) having a magnitude corresponding to the magnitude of the torque is generated. Here, this configuration is mutually related when, for example, the torque in the deceleration direction of the vehicle is acting between the corresponding shaft and the engagement member when the engagement member is in the engagement position. Either one or both of the corresponding shaft and the engaging surface of the engaging member (hereinafter referred to as “first engaging surface during deceleration”) or both of the engaging shaft and the engaging member are generated so that the engaging pressing force is generated. It can be realized by tilting with respect to the axial direction.

  In addition, in the apparatus according to the present invention, for each of the shift speeds, when the engagement member is in the engagement position, the vehicle is decelerated between the engagement member and the engaged member. Either one or both of the engagement surfaces (hereinafter referred to as “second deceleration engagement surfaces”) of the engagement member and the engaged member that are engaged with each other when torque is applied. It is preferable that the engaging member is inclined with respect to the axial direction so as to receive the axial force moving away from the engaged member. At the time of shifting up, immediately after the engagement member of the gear stage after the shift is engaged with the engaged member, the difference in rotational speed between the engagement member and the engaged member of the gear stage before the shift is generated. As a result, both “second engagement surfaces during deceleration” collide with each other. At this time, according to the above configuration, the engagement member of the gear stage before the shift is moved from the “engagement position” to the “non-engagement” by using the “axial force” without using the driving force of the actuator. It can be reliably moved to “position”.

  In the device according to the present invention, when the upshift is performed, the engagement member at the engagement position of the gear stage before the shift is in the disengagement position with the clutch maintained in the engaged state. The engagement member at the disengagement position of the gear stage after the shift is driven toward the engagement position. As a result, “the engagement member of the shift stage before the shift is in the non-engagement position, the engagement member of the shift stage after the shift is in the engagement position, and the engagement pressing force is A state of pressing the engaged member regardless of the state is realized.

  Accordingly, the engaging surfaces of the engaging member and the engaged member that are engaged with each other when the torque in the acceleration direction of the vehicle is acting between the engaging member and the engaged member of the shift stage after the shift. Are in contact with each other (in other words, using the torque transmission action of the dog clutch), “the torque in the acceleration direction of the vehicle is between the engaged member and the engaged member of the gear stage after the shift. The “transmitted state” can be obtained stably. As described above, in the apparatus according to the present invention, seamless upshifting can be executed instantaneously and stably. As described above, when the configuration in which the “second deceleration engagement surface” is inclined with respect to the axial direction is adopted, the engagement member of the gear stage before the shift is moved from the “engagement position” to the “non-engagement position”. It is possible to reliably move to the “engagement position” instantaneously.

  Further, in the device according to the present invention, in the downshift, the engagement member at the engagement position of the gear stage before the shift in a state where the clutch is changed / maintained from the engaged state to the disconnected state. Is driven toward the disengaged position, and the engaging member at the disengaged position of the gear stage after the shift is driven toward the engaged position. As a result, “the engagement member of the shift stage before the shift is in the non-engagement position, the engagement member of the shift stage after the shift is in the engagement position, and the engagement pressing force is A state of pressing the engaged member regardless of the state is realized. Thereafter, the clutch is changed from the divided state to the engaged state.

  Here, when the engagement member of the gear stage after the shift is pressed against the engaged member, the pair of friction engagement surfaces are pressed against each other, and the engagement member and the engaged member of the gear stage after the shift During this period, friction torque acts to reduce the difference in rotational speed between the two. Due to this frictional torque, the “first-deceleration engagement surfaces” of the shift stage after the shift come into contact with each other and are pressed. As a result, the “engagement pressing force” having a magnitude corresponding to the magnitude of the friction torque is generated, and the “force by which the engagement member of the gear stage after the shift presses the engaged member” is amplified. . When the “force by which the engaging member of the gear stage after the shift presses the engaged member” is amplified, the friction torque is amplified, and as a result, the “engaging pressing force” is amplified. When the “engagement pressing force” is amplified, “the force by which the engagement member of the gear stage after the shift presses the engaged member” is further amplified.

  Thus, once the engagement member of the gear stage after the shift presses the engaged member, generation of the friction torque based on the “first point” and engagement based on the “second point” “The engagement member of the gear stage after the gear shifts the engaged member so that the difference in rotational speed between the engagement member and the engaged member of the gear stage after the gear shift becomes zero due to the generation of the pressing force. The “pressing force” (and hence the friction torque) is gradually amplified. As a result, the gear stage after the shift is a stage before the “second engagement surfaces during deceleration” are brought into contact with each other due to the difference in rotational speed between the engaging member and the engaged member of the gear stage after the shift. The engaging member and the engaged member are fixed to each other (the rotational speed difference becomes zero). In other words, the “engagement surfaces at the time of the second deceleration” are not brought into contact with each other, but using the friction torque (in other words, using the torque transmission action of the friction clutch), A state where torque in the deceleration direction of the vehicle is transmitted between the member and the engaged member ”is obtained.

  Accordingly, for example, as described above, even if the configuration in which the “second deceleration engagement surface” is inclined with respect to the axial direction is adopted, the “second deceleration” of the gear stage after the shift is performed at the time of shift down. Since the “engagement surfaces” do not come into contact with each other, the engagement member of the gear stage after the shift moves from the “engagement position” to the “non-engagement position” due to the inclination of the “engagement surface during second deceleration” (That is, a situation where torque in the deceleration direction of the vehicle cannot be transmitted) does not occur. As described above, in the apparatus according to the present invention, during the downshift, the drive torque in the deceleration direction of the drive source is not transmitted to the drive wheels only during the extremely short period during which the clutch is maintained in the disconnected state, but the downshift is instantaneously stabilized. Can be executed.

  In the device according to the present invention, the clutch is maintained in the engaged state during normal acceleration and normal deceleration, and the engagement member at the engagement position of the realized gear stage is provided. It is always pressed in the axial direction toward the engaged member regardless of the engagement pressing force.

  In this way, during normal acceleration, the engagement member of the realized gear stage is always pressed toward the engaged member, so that the engagement member is moved from the “engaged position” to the “unengaged” for some reason. A situation where the vehicle moves to the “alignment position” (that is, a situation where torque in the acceleration direction of the vehicle cannot be transmitted) hardly occurs. As a result, the normal acceleration can be stably maintained using the above-described “torque transmission action of the dog clutch”.

  Further, during normal deceleration, the engagement member of the realized gear stage is always pressed toward the engaged member, so that “the engaging member is engaged” by the same mechanism as in the above-described shift down. The “force for pressing the joint member” is gradually amplified. As a result, the engaging member and the engaged member are fixed to each other (the rotational speed difference becomes zero) before the “second engaging surface at the time of deceleration” of the shift stage that has been realized comes into contact with each other. Become). That is, “torque in the deceleration direction of the vehicle between the engagement member and the engaged member of the realized gear is utilized by using the friction torque without contacting the“ second deceleration engagement surfaces ”with each other. Is transmitted ”. Therefore, as in the case of the above-described shift down, even if the configuration in which the “second deceleration engagement surface” is inclined with respect to the axial direction is adopted, (2) A situation in which the engagement member of the gear stage moves from the “engagement position” to the “non-engagement position” due to the inclination of the “engagement surface during deceleration” (that is, torque in the deceleration direction of the vehicle can be transmitted). The situation that disappears does not occur. As a result, the normal deceleration can be stably maintained using the above-described “torque transmission action of the friction clutch”.

  As described above, according to the device of the present invention, in addition to being able to achieve seamless shift-up, appropriate operation can be obtained even in shift-down, normal acceleration, and normal deceleration.

1 is a diagram illustrating a schematic configuration of a power transmission control device for a vehicle according to an embodiment of the present invention. It is a figure which shows typically the switching mechanisms 101 and 102 shown in FIG. FIG. 3 is a perspective view of a first-speed engaged member 110 shown in FIG. 2. FIG. 3 is a perspective view of a second speed engaged member 120 shown in FIG. 2. FIG. 3 is a perspective view of a first speed engagement member 130 shown in FIG. 2. FIG. 3 is a perspective view of a second speed engagement member 140 shown in FIG. 2. FIG. 3 is a first diagram corresponding to FIG. 2 for explaining an operation at the time of shift-up. FIG. 3 is a second diagram corresponding to FIG. 2 for explaining the operation at the time of shifting up. FIG. 6 is a third diagram corresponding to FIG. 2 for explaining the operation at the time of shifting up. FIG. 9 is a fourth diagram corresponding to FIG. 2 for illustrating the operation at the time of shift-up. FIG. 6 is a fifth diagram corresponding to FIG. 2 for explaining the operation at the time of shift-up. FIG. 3 is a first diagram corresponding to FIG. 2 for explaining an operation at the time of downshifting. FIG. 3 is a second diagram corresponding to FIG. 2 for explaining an operation at the time of downshifting. FIG. 6 is a third diagram corresponding to FIG. 2 for explaining the operation at the time of downshifting. FIG. 6 is a fourth diagram corresponding to FIG. 2 for explaining the operation at the time of downshifting. FIG. 9 is a fifth diagram corresponding to FIG. 2 for illustrating the operation at the time of downshifting. FIG. 3 is a first diagram corresponding to FIG. 2 for explaining an operation at the time of transition from normal deceleration to normal acceleration. FIG. 3 is a second diagram corresponding to FIG. 2 for explaining an operation at the time of transition from normal deceleration to normal acceleration. FIG. 6 is a third diagram corresponding to FIG. 2 for explaining the operation at the time of transition from normal deceleration to normal acceleration. FIG. 6 is a fourth diagram corresponding to FIG. 2 for explaining the operation at the time of transition from normal deceleration to normal acceleration. FIG. 10 is a fifth diagram corresponding to FIG. 2 for illustrating the operation at the time of transition from normal deceleration to normal acceleration. FIG. 3 is a first diagram corresponding to FIG. 2 for explaining an operation at the time of transition from normal acceleration to normal deceleration. FIG. 3 is a second diagram corresponding to FIG. 2 for explaining the operation at the time of transition from normal acceleration to normal deceleration. FIG. 6 is a third diagram corresponding to FIG. 2 for explaining the operation at the time of transition from normal acceleration to normal deceleration. FIG. 9 is a fourth diagram corresponding to FIG. 2 for explaining the operation at the time of transition from normal acceleration to normal deceleration.

  A vehicle power transmission control device (hereinafter also referred to as “this device”) according to an embodiment of the present invention will be described below with reference to the drawings. A transmission T / M included in the present apparatus is interposed in a power transmission system that connects a drive output shaft of an engine, which is a drive source of the vehicle, and a drive wheel of the vehicle. (1st) to 5th (5th)).

  As shown in FIG. 1, the transmission T / M includes an input shaft A2 and an output shaft A3 that are parallel to each other. The input shaft A2 and the output shaft A3 are supported by a T / M housing (not shown) so as to be relatively rotatable. The input shaft A2 of the transmission T / M is connected to the drive output shaft A1 of the engine E / G via the clutch C / D and the flywheel F / W. A power transmission system is formed between the input shaft A2 and the drive output shaft A1 of the engine E / G. An output shaft A3 of the transmission T / M is connected to a drive wheel D / W of the vehicle via a differential D / F. A power transmission system is formed between the output shaft A3 and the drive wheels D / W.

  The clutch C / D is a friction clutch disk having one of well-known configurations provided to rotate integrally with the input shaft A2 of the transmission T / M. More specifically, the clutch C / D (more precisely, the clutch disc) faces each other with respect to the flywheel F / W provided to rotate integrally with the output shaft A1 of the engine E / G. It is arranged coaxially. The axial position of the clutch C / D (more precisely, the clutch disc) with respect to the flywheel F / W can be adjusted. The axial position of the clutch C / D is adjusted by the clutch actuator ACT1. As a result, the clutch C / D has a “joined state” in which a power transmission system is formed between the drive output shaft A1 of the engine and an input shaft A2 of the transmission, and a “divided state” in which the power transmission system is not formed. And can be selectively realized. The clutch C / D does not include a clutch pedal operated by the driver.

  The transmission T / M includes a plurality of fixed gears (also referred to as “driving gears”) G1i, G2i, G3i, G4i, and G5i, and a plurality of idle gears (also referred to as “driven gears”) G1o, G2o, G3o, and G4o. , G5o. The plurality of fixed gears G1i, G2i, G3i, G4i, and G5i are each fixed to the input shaft A2 coaxially and relatively unrotatably, and each fixed to the input shaft A2 so as not to move relative to each other. It corresponds to each of a plurality of forward gears. Specifically, these fixed gears G1i, G2i, G3i, G4i, and G5i correspond to first speed, second speed, third speed, fourth speed, and fifth speed, respectively. Each of the plurality of idle gears G1o, G2o, G3o, G4o, G5o is provided coaxially and relatively rotatably with the output shaft A3, and each is provided with relative movement in the axial direction of the output shaft A3. It corresponds to each of a plurality of forward gears, and each meshes with a fixed gear of each corresponding gear. Specifically, these idle gears G1o, G2o, G3o, G4o, and G5o correspond to the first speed, the second speed, the third speed, the fourth speed, and the fifth speed, respectively.

  The transmission T / M includes switching mechanisms SW1, SW2, SW3, SW4, and SW5. The switching mechanisms SW1, SW2, SW3, SW4, and SW5 correspond to 1st speed, 2nd speed, 3rd speed, 4th speed, and 5th speed, respectively. Each switching mechanism selectively selects “a state in which relative rotation is impossible” and “a state in which relative rotation is not possible” with respect to the corresponding shaft on which the idle gear is provided. Realize. By controlling the switching mechanisms SW1 to SW5 using the transmission actuator ACT2, one shift stage is selectively realized from a plurality of shift stages. “Achieving” a certain gear position means that “the idle gear of that gear stage cannot rotate relative to the corresponding shaft on which the idle gear is provided, and the idle gear of another gear stage is “The state where the gears can rotate relative to the corresponding shafts provided with the idle gears”. The reduction ratio (ratio of the rotational speed of the input shaft A2 to the rotational speed of the output shaft A3) is adjusted by controlling the ACT2 to change the “speed stage to be realized”.

  The control device 200 includes an accelerator opening sensor S1, a shift position sensor S2, a brake sensor S3, and an electronic control unit ECU. The accelerator opening sensor S1 is a sensor that detects an operation amount (accelerator opening) of the accelerator pedal AP. The shift position sensor S2 is a sensor that detects the position of the shift lever SF. The brake sensor S3 is a sensor that detects whether or not the brake pedal BP is operated. The electronic control unit ECU controls the actuators ACT1 and ACT2 based on the information from the sensors S1 to S3 and other sensors as described above, so that the state of the clutch C / D (connected state or disconnected state) is controlled. State), and “realized shift speed” of the transmission T / M are set / changed. The electronic control unit ECU controls the drive torque of the output shaft A1 of the engine E / G by controlling the fuel injection amount (throttle valve opening) of the engine E / G.

  Hereinafter, the switching mechanisms SW1 to SW5 will be described. Since all of the switching mechanisms SW1 to SW5 have the same structure, only the structures of the switching mechanisms SW1 and SW2 will be described here with reference to FIGS. FIG. 2 shows a switching mechanism SW1 corresponding to the first speed and a switching mechanism SW2 corresponding to the second speed. SW1 includes an engaged member EN1, a sleeve (engaging member) SL1, a fork shaft FS1, and a fork FK1. SW2 includes an engaged member EN2, a sleeve (engaging member) SL2, a fork shaft FS2, and a fork FK2. “Numerals” included in the reference numerals of the constituent members represent “corresponding shift speeds”. Since both switching mechanisms SW1 and SW2 have the same structure, only SW1 will be described below.

  The engaged member EN1 is provided coaxially and relatively rotatably on the output shaft A3 of the transmission T / M, and is fixed to the side surface of the first-speed idler gear G1o. The engaged member EN1 may be a part of the idle gear G1o. The engaged member EN1 is integral with the first idle gear G1o and rotates relative to the output shaft A3.

  The sleeve SL1 is provided coaxially with the output shaft A3 so as not to rotate relative to the output shaft A3, and is engaged with the engaged member EN1 in the axial direction and the engaged member EN1 from the “engaged position”. It is possible to move between a “non-engagement position” (position shown in FIG. 2) that is far from the position and does not engage with the engaged member EN1. For example, as shown in FIG. 2, the engagement structure between the sleeve SL1 and the output shaft A3 extends in the axial direction provided on the outer surface of the “hub HB1 provided coaxially and integrally with the output shaft A3”. This can be achieved by fitting an inner pin SL1b protruding radially inward from the inner peripheral surface of the sleeve SL1 into the groove HB1a. This engagement structure can also be achieved by fitting an outer pin that protrudes radially outward from the outer surface of the hub HB1 into an axially extending groove provided on the inner peripheral surface of the sleeve SL1. Can be done.

  As shown in FIG. 3, the engaged member EN1 has, for example, a plurality of (four in this example) protruding in the axial direction toward the sleeve SL1 on the side surface on the sleeve SL1 side of the disk-shaped main body. An engaged claw EN1a is provided. FIG. 4 shows an example of the engaged member EN2. Similarly, as shown in FIG. 5, for example, a plurality of sleeves SL <b> 1 project in the axial direction toward the engaged member EN <b> 1 on the axial end surface of the cylindrical main body portion on the non-engaging member EN <b> 1 side. In this example, four engagement claws SL1a are provided. FIG. 6 shows an example of the sleeve SL2.

  When the sleeve SL1 is in the “engagement position”, the engagement claw SL1a can be engaged with the engagement claw EN1a, and when the sleeve SL1 is in the “non-engagement position”, the engagement claw SL1a is engaged with the engagement claw SL1a. The claw EN1a does not engage.

  In the case where the sleeve SL1 is in the “engagement position”, the acceleration surface EN1aa of the engaged claw EN1a and the acceleration surface SL1aa of the engagement claw SL1a can abut when the torque in the acceleration direction of the vehicle is acting. In addition, the acceleration surface HB1aa of the groove HB1a and the inner pin SL1b can come into contact with each other. In this state, the portion of the acceleration surface HB1aa of the groove HB1a with which the inner pin SL1b abuts extends in parallel to the axial direction. Therefore, even if the inner pin SL1b and the acceleration surface HB1aa come into contact with each other and are pressed against each other, the sleeve SL1 does not receive an axial force. Similarly, the acceleration surfaces EN1aa and SL1aa both extend parallel to the axial direction. Therefore, even if the acceleration surfaces EN1aa and SL1aa come into contact with each other and are pressed against each other, the sleeve SL1 does not receive an axial force.

  On the other hand, when the sleeve SL1 is in the “engagement position”, the deceleration surface EN1ab of the engaged claw EN1a and the deceleration surface SL1ab of the engagement claw SL1a abut when the torque in the deceleration direction of the vehicle is acting. In addition, the deceleration surface HB1ab of the groove HB1a and the inner pin SL1b can come into contact with each other. In this state, the portion of the deceleration surface HB1ab of the groove HB1a with which the inner pin SL1b abuts is inclined with respect to the axial direction. As a result, when the inner pin SL1b and the deceleration surface HB1ab come into contact with each other and are pressed against each other, the sleeve SL1 receives an axial force that presses the engaged member EN1 (hereinafter referred to as “engagement pressing force”). The magnitude of the engagement pressing force is proportional to the magnitude of torque in the deceleration direction acting between the output shaft A3 and the sleeve SL1. When the above-described configuration is adopted in which the “outer pin protruding from the outer surface of the hub HB1 toward the outside in the radial direction is fitted into the axially extending groove provided on the inner peripheral surface of the sleeve SL1”. When SL1 is in the “engagement position”, the same effect can be obtained by inclining the portion with which the outer pin abuts on the deceleration surface of the groove of the sleeve SL1 with respect to the axial direction. Further, the deceleration surfaces EN1ab and SL1ab are both inclined with respect to the axial direction. As a result, when the deceleration surfaces EN1ab and SL1ab abut (collision) with each other, the sleeve SL1 receives an axial force in a direction away from the engaged member EN1. Only one of the deceleration surfaces EN1ab and SL1ab may be inclined with respect to the axial direction.

  A pair of frictional engagement surfaces SL1c and EN1c are provided at portions of the sleeve SL1 and the engaged member EN1 that face each other. In the example illustrated in FIG. 2, the pair of friction engagement surfaces includes a female conical friction engagement surface SL1c on the sleeve SL1 side and a male conical friction engagement surface EN1c on the engaged member EN1 side. The The pair of friction engagement surfaces may include a male conical friction engagement surface on the sleeve SL1 side and a female conical friction engagement surface on the engaged member EN1 side. It may be a plane friction engagement surface.

  When the sleeve SL1 is in the “non-engagement position”, the pair of friction engagement surfaces SL1c and EN1c do not contact each other. When the sleeve SL1 is in the “engagement position”, the pair of friction engagement surfaces SL1c and EN1c come into contact with each other, and the axial direction of the sleeve SL1 with respect to the engaged member EN1 is between the pair of friction engagement surfaces SL1c and EN1c. Friction torque (torque in a direction to reduce the rotational speed difference between the sleeve SL1 and the engaged member EN1) is generated. Actually, the “engagement position” of the sleeve (position where the engagement claw and the engagement claw are engaged) has a certain width in the axial direction. In the process in which the sleeve approaches the engaged member in the axial direction, the pair of friction engagement surfaces may be configured to start contact at a position inside the width thereof.

  The axial position of the sleeve SL1 is controlled via the fork shaft FS1 and the fork FK1. Specifically, the fork shaft FS1 is supported by a housing (not shown) of the transmission T / M so as to be parallel to the output shaft A3 and movable in the axial direction. The axial position of FS1 is controlled by an actuator ACT2-1 that is a part of the transmission actuator ACT2. Specifically, the axial position of FS1 is selected from one of “first position” (position shown in FIG. 2), “intermediate position” (described later), and “second position” (described later). Controlled.

  The fork FK1 includes a "connecting portion connected to the fork shaft FS1 so as to be relatively movable in the axial direction", and a "gripping portion integrated with the connecting portion and connected to the sleeve SL1 so as not to be relatively movable in the axial direction" Is provided. The connecting portion of the fork FK1 is disposed between a pair of snap rings SR1 and SR1 that are fixed to the fork shaft FS1 with an interval in the axial direction. A pair of coil springs SP1 and SP1 are interposed in a pair of gaps between both ends in the axial direction of the connecting portion of the FK1 and the pair of snap rings SR1 and SR1.

  When the fork FK1 is in the original position (position shown in FIG. 2) with respect to the fork shaft FS1, the force for driving the fork FK1 in the axial direction is not generated by the coil springs SP1 and SP1. On the other hand, when the fork FK1 moves away from the original position in the axial direction with respect to the fork shaft FS1, a force for driving the fork FK1 in the axial direction is generated by the coil springs SP1 and SP1 so that the fork FK1 returns to the original position.

  When the sleeve SL1 is in the “non-engagement position” (position shown in FIG. 2) and the fork shaft FS1 is in the “first position” (see FIG. 2), the fork FK1 is in the original position with respect to FS1. is there. Therefore, the sleeve SL1 is not driven in the axial direction by the springs SP1 and SP1.

  When the sleeve SL1 is in the “engagement position” and the fork shaft FS1 is in the “intermediate position” (see FIG. 8 described later), the fork FK1 is in the original position with respect to FS1. Therefore, the sleeve SL1 is not driven in the axial direction by the springs SP1 and SP1.

  When the sleeve SL1 is in the “engagement position” and the fork shaft FS1 is in the “second position” (see FIG. 7 described later), the fork FK1 is separated from the original position with respect to the fork shaft FS1, and the spring SP1 , SP1 generates a force F1a that the sleeve SL1 presses the engaged member EN1 in the axial direction.

  Hereinafter, regarding the detailed operation of the switching mechanisms SW1 to SW5, “shift up” (shift operation that changes the “speed stage realized” in the acceleration state of the vehicle to the high speed side), “shift down” (deceleration state of the vehicle) ("Shifting operation to change the realized gear stage" to the low speed side), "Normal acceleration" (acceleration state of the vehicle without shifting operation when a certain gear stage is realized), and "Normal deceleration" ”(Decelerated state of the vehicle without a shift operation in a state where a certain gear stage is realized) will be described in order.

(Shift up)
Hereinafter, an example of the operation of the switching mechanisms SW1 and SW2 when shifting up from the first speed to the second speed will be described with reference to FIGS. In this example, it is assumed that the reduction ratio of the first speed: the reduction ratio of the second speed is 2: 1.

  FIG. 7 shows the acceleration state of the vehicle at the first speed (EN 2, SL 2, SL 1, EN 1 angular velocities: 2ω, ω, ω, ω) when the accelerator pedal AP is “ON” and the clutch C / D is “engaged”. ). As shown in FIG. 7, when the first speed is realized, the first speed fork shaft FS1 is controlled to the “second position”, and the second speed fork shaft FS2 is controlled to the “first position”. Yes. As a result, the sleeve SL2 is maintained in the “non-engagement position”, while the sleeve SL1 is in the “engagement position” and is directed toward the engaged member EN1 by the pressing force F1a by the springs SP1 and SP1. It is pressed in the axial direction. As a result, the friction engagement surfaces EN1c and SL1c are pressed against each other by the pressing force F1a.

  In the first speed acceleration state of the vehicle shown in FIG. 7, the acceleration surface HB1aa of the hub HB1 and the inner pin SL1b of the sleeve SL1 abut, and the acceleration surface EN1aa of the non-engaging member EN1 and the acceleration surface SL1aa of the sleeve SL1 are in contact with each other. It is in contact. As a result, the drive torque of the engine E / G is as follows: drive output shaft A1 → clutch C / D → input shaft A2 → fixed gear G1i → idle gear G1o → non-engaging member EN1 → sleeve SL1 → hub HB1 → output shaft A3. → Differential D / F → Drive wheel D / W

  In this way, in the first speed acceleration state, the drive torque is transmitted using the torque transmission action of the so-called “dog clutch” due to the contact between the non-engaging member EN1 and the acceleration surfaces EN1aa and SL1aa of the sleeve SL1. As described above, since the transmission of torque between the non-engaging member EN1 and the sleeve SL1 is achieved by the “dog clutch”, the so-called “by engagement” between the frictional engagement surfaces EN1c and SL1c of the non-engaging member EN1 and the sleeve SL1. The torque transmission action of the "friction cone clutch" is not functioning.

  Next, as shown in FIG. 8, the first-speed fork shaft FS1 is moved from the “first position” to the “intermediate position” from the state shown in FIG. As a result, the sleeve SL1 is maintained at the “engagement position”, while the pressing force F1a by the springs SP1 and SP1 disappears. The same transmission path as the drive torque transmission path of engine E / G shown in FIG. 7 is maintained.

  From the state shown in FIG. 8, as shown in FIG. 9, the second-speed fork shaft FS2 is moved from the “first position” to the “intermediate position”. As a result, the sleeve SL2 moves from the “non-engagement position” to the “engagement position”. As a result, due to the difference in rotational speed between the non-engaging member EN2 and the sleeve SL2, the acceleration surface EN2aa of the non-engaging member EN2 and the acceleration surface SL2aa of the sleeve SL2 approach each other. In the stage shown in FIG. 9, the acceleration surfaces EN2aa and SL2aa are not yet in contact with each other. Since the fork FK2 is in the original position with respect to the fork shaft FS2, the sleeve SL2 does not receive axial force from the springs SP2 and SP2.

  From the state shown in FIG. 9, as shown in FIG. 10, the second-speed fork shaft FS2 is moved from the “intermediate position” to the “second position”. As a result, a pressing force F2a is generated by the springs SP2 and SP2, and the sleeve SL2 is pressed in the axial direction toward the engaged member EN2 by the pressing force F2a. As a result, the friction engagement surfaces EN2c and SL2c are pressed against each other by the pressing force F2a.

  In addition, at the stage shown in FIG. 10, the acceleration surfaces EN2aa and SL2aa approaching each other due to the rotational speed difference between the non-engaging member EN2 and the sleeve SL2 are in contact with each other. By the contact between the acceleration surfaces EN2aa and SL2aa on the second speed side, the angular velocities of EN2, SL2, SL1, and EN1 instantaneously change from “2ω, ω, ω, ω” to “ω, ω, ω, 1 / 2ω”. To change. As a result, a rotational speed difference is generated between the non-engaging member EN1 on the first speed side and the sleeve SL1, the abutting acceleration surfaces EN1aa and SL1aa are separated from each other, and the deceleration surfaces EN1ab and SL1ab are closer to each other. Go. Then, when the deceleration surfaces EN1ab and SL1ab are brought into contact with each other, the sleeve SL1 is separated from the engaged member EN1 due to the above-described “inclination of the deceleration surfaces EN1ab and SL1ab” (from the engaged position to the non-engaged position). Axial force in the direction toward

  In this way, at the same time when the sleeve SL1 receives the “axial force from the engagement position to the non-engagement position”, as shown in FIG. 11, the first-speed fork shaft FS1 is moved from the “intermediate position”. Moved to “first position”. As a result, the sleeve SL1 moves from the “engaged position” to the “non-engaged position”. That is, when the sleeve SL1 moves from the “engaged position” to the “non-engaged position”, the “axial force resulting from the inclination of the deceleration surfaces EN1ab and SL1ab” assists the movement. As a result, the sleeve SL1 can reliably move from the “engaged position” to the “non-engaged position”. As a result, the upshift from the first speed to the second speed is completed.

  In the second speed acceleration state of the vehicle shown in FIG. 11, the acceleration surface HB2aa of the hub HB2 and the inner pin SL2b of the sleeve SL2 are in contact, and the acceleration surface EN2aa of the non-engaging member EN2 and the acceleration surface SL2aa of the sleeve SL2 are in contact with each other. It is in contact. As a result, the drive torque of the engine E / G is as follows: drive output shaft A1, clutch C / D, input shaft A2, fixed gear G2i, idle gear G2o, non-engaging member EN2, sleeve SL2, hub HB2, output shaft A3. → Differential D / F → Drive wheel D / W

  Thus, in the second speed acceleration state of the vehicle after the completion of the shift up, the acceleration surfaces EN2aa and SL2aa of the non-engaging member EN2 and the sleeve SL2 are similar to each other as in the first speed acceleration state (see FIG. 7). The driving torque is transmitted using the torque transmission action of a so-called “dog clutch” caused by the contact of. As described above, since the transmission of torque between the non-engaging member EN2 and the sleeve SL2 is achieved by the “dog clutch”, the non-engaging member EN2 and the non-engaging member EN2 and the first-speed acceleration state (see FIG. 7) described above are achieved. The torque transmission action of the so-called “friction cone clutch” due to the pressure between the friction engagement surfaces EN2c and SL2c of the sleeve SL2 is not functioning.

  The example of the operation of the switching mechanisms SW1 and SW2 when shifting up from the first speed to the second speed has been described above with reference to FIGS. In this example, regarding the change in the axial position of the fork shaft, “change from the second position of FS1 to the intermediate position”, “change from the first position of FS2 to the intermediate position”, “from the intermediate position of FS2 to the second position "Change to position" and "Change from the intermediate position of FS1 to the first position" are executed in this order. For example, "Change from the second position of FS1 to the intermediate position" and "First position of FS2" From the intermediate position of FS2 to the second position "and" change from the intermediate position of FS1 to the first position "may be executed simultaneously. The “change from the second position of the FS1 to the first position” and the “change from the first position of the FS2 to the second position” may be performed simultaneously without passing through the intermediate position.

(Shift down)
Next, an example of the operation of the switching mechanisms SW1 and SW2 when shifting down from the second speed to the first speed will be described with reference to FIGS. Also in this example, it is assumed that the first gear reduction ratio: second gear reduction ratio is 2: 1.

  FIG. 12 shows the vehicle deceleration state (EN2, SL2, SL1 immediately after the accelerator pedal AP is “OFF” and the clutch C / D is changed from “engaged” to “divided” in the state where the second speed is realized. , EN1 angular velocities: ω, ω, ω, 1 / 2ω). As shown in FIG. 12, in the state where the second speed is realized, the first speed fork shaft FS1 is controlled to the “first position”, and the second speed fork shaft FS2 is controlled to the “second position”. Yes. As a result, the sleeve SL1 is maintained in the “non-engagement position”, while the sleeve SL2 is in the “engagement position” and is directed toward the engaged member EN2 by the pressing force F2a by the springs SP2 and SP2. It is pressed in the axial direction. As a result, the friction engagement surfaces EN2c and SL2c are pressed against each other by the pressing force F2a. Since the clutch C / D is “divided”, the transmission path of the drive torque of the engine E / G to the drive wheels D / W has not been established.

  Next, as shown in FIG. 13, the second-speed fork shaft FS2 is moved from the “second position” to the “first position” from the state shown in FIG. As a result, the sleeve SL2 moves from the “engaged position” to the “non-engaged position”.

  Next, as shown in FIG. 14, the first-speed fork shaft FS1 is moved from the “first position” to the “second position” from the state shown in FIG. As a result, the sleeve SL1 moves from the “non-engagement position” to the “engagement position”. As a result, due to the difference in rotational speed between the non-engaging member EN1 and the sleeve SL1, the deceleration surface EN1ab of the non-engaging member EN1 and the deceleration surface SL1ab of the sleeve SL1 approach each other (the deceleration surfaces EN1ab and SL1ab are Not yet in contact).

  On the other hand, a pressing force F1a is generated by the springs SP1 and SP1, and the sleeve SL1 is pressed in the axial direction toward the engaged member EN1 by the pressing force F1a. Therefore, the friction engagement surfaces EN1c and SL1c are pressed against each other by the pressing force F1a. As a result, a friction torque T1a is generated between the non-engaging member EN1 and the sleeve SL1 in the deceleration direction based on the pressing force F1a (= the direction in which the rotational speed difference between the two is reduced).

  Due to the action of the friction torque T1a, a torque in the deceleration direction acts between the output shaft A3 and the sleeve SL1. As a result, as shown in FIG. 15, the gap between the deceleration surface HB1ab of the hub HB1 and the inner pin SL1b of the sleeve SL1 is clogged, and the deceleration surface HB1ab and the inner pin SL1b are brought into contact with each other and pressed against each other. As a result, as described above, due to the “inclination of the deceleration surface HB1ab relative to the axial direction”, the sleeve SL1 receives an axial force (= engagement pressing force) that presses the engaged member EN1. In this way, at the same time when the sleeve SL1 receives the “engagement pressing force”, the clutch C / D is “engaged” from “divided” as shown in FIG.

  Thus, due to the friction torque T1a based on the pressing force F1a by the springs SP1 and SP1, the inclined deceleration surface HB1ab of the hub HB1 and the inner pin SL1b come into contact with each other and are pressed against each other, thereby the magnitude of the friction torque T1a. An engagement pressing force F1b having a magnitude corresponding to the pressure is generated. By the generation of the engagement pressing force F1b, “the axial force by which the sleeve SL1 presses the engaged member EN1” (= the pressing force between the frictional engagement surfaces EN1c and SL1c) is increased by F1b, and “F1a + F1b”. It becomes. As a result, the friction torque is also increased by the friction torque T1b based on F1b to become “T1a + T1b”. When the friction torque is increased in this way, the pressing force between the inclined deceleration surface HB1ab of the hub HB1 and the inner pin SL1b increases, and as a result, the engagement pressing force F1b further increases. When the engagement pressing force F1b is increased, the pressing force (= F1a + F1b) between the friction engagement surfaces EN1c and SL1c is further increased.

  As described above, once the sleeve SL1 presses the engaged member EN1, frictional torque is generated based on the pressing force between the frictional engagement surfaces EN1c and SL1c, and the inclined deceleration surface HB1ab of the hub HB1 and the inner pin SL1b. “Axis on which sleeve SL1 presses member to be engaged EN1 is set so that the rotational speed difference between sleeve SL1 and member to be engaged EN1 becomes zero by the generation of the engagement pressing force based on the pressing force between them. The directional force (and hence the friction torque) is gradually increased. As a result, the sleeve SL1 and the engaged member EN1 are fixed to each other before the deceleration surfaces EN1ab and SL1ab come into contact with each other due to the rotational speed difference between the sleeve SL1 and the engaged member EN1 ( The rotational speed difference is kept at zero). As a result, the angular velocities of EN2, SL2, SL1, and EN1 change instantaneously from “ω, ω, ω, 1 / 2ω” to “2ω, ω, ω, ω”. Thereby, the downshift from the second speed to the first speed is completed.

  In the first-speed deceleration state of the vehicle after completion of the downshift (accelerator pedal AP: OFF, clutch C / D: engagement), the deceleration surfaces EN1ab and SL1ab do not contact each other (that is, the torque transmission action by the dog clutch is achieved). Without using, the torque in the deceleration direction is transmitted between the sleeve SL1 and the engaged member EN1 using the friction torque (that is, utilizing the torque transmission action of the friction cone clutch).

  As described above, since the deceleration surfaces EN1ab and SL1ab do not contact each other during the downshift, the sleeve SL1 moves from the “engagement position” to the “non-engagement position” due to the inclination of the deceleration surfaces EN1ab and SL1ab. (That is, a situation where torque in the deceleration direction of the vehicle cannot be transmitted) does not occur. As described above, during the downshift, the drive torque in the deceleration direction of the engine E / G is not transmitted to the drive wheels only during the extremely short period in which the clutch C / D is maintained in the disconnected state, but the downshift is executed instantaneously and stably. Can be done.

  In the first-speed deceleration state of the vehicle shown in FIG. 16, the deceleration surface HB1ab of the hub HB1 and the inner pin SL1b of the sleeve SL1 are in contact, and the deceleration surface EN1ab of the non-engaging member EN1 and the deceleration surface SL1ab of the sleeve SL1 are in contact with each other. It is in contact. As a result, the deceleration torque from the drive wheel D / W is as follows: differential D / F → output shaft A3 → hub HB1 → sleeve SL1 → non-engaging member EN1 → idling gear G1o → fixed gear G1i → input shaft A2 → clutch C / D → drive output shaft A1 → engine E / G

(Change from normal deceleration to normal acceleration)
Next, an example of the operation of the switching mechanism SW1 when changing from normal deceleration at the first speed to normal acceleration will be described with reference to FIGS.

  FIG. 17 shows a state where the vehicle is decelerating at the first speed when the accelerator pedal AP is “OFF” and the clutch C / D is “engaged” (EN2, SL2, SL1, EN1 angular velocities: 2ω, ω, ω, ω ). As shown in FIG. 17, this state is the same as the state shown in FIG. That is, the friction torque (= F1a + F1b) based on the pressing force (= F1a + F1b) between the friction engagement surfaces EN1c and SL1c without the deceleration surfaces EN1ab and SL1ab abutting each other (that is, without using the torque transmission action by the dog clutch). T1a + T1b) (that is, using the torque transmission action of the friction cone clutch), the difference in rotational speed between the sleeve SL1 and the engaged member EN1 is maintained at zero, and the sleeve SL1 and the engaged member EN1 Between them, torque in the deceleration direction is transmitted.

  In the state shown in FIG. 17, as shown in FIG. 18, the accelerator pedal AP is changed from “OFF” to “ON”. As a result, the direction of torque acting between the output shaft A3 and the sleeve SL1 is switched from the deceleration direction to the acceleration direction, so that the pressing force between the deceleration surface HB1ab of the hub HB1 and the inner pin SL1b of the sleeve SL1 disappears. Accordingly, the engagement pressing force F1b also disappears, and the axial force (= the pressing force between the frictional engagement surfaces EN1c and SL1c) by which the sleeve SL1 presses the engaged member EN1 is the pressing force F1a by the springs SP1 and SP1. It becomes only. Therefore, the friction torque (the maximum value thereof) is only T1a.

  In addition, as a result of the acceleration direction torque acting between the output shaft A3 and the sleeve SL1, as shown in FIG. 19, the gap between the acceleration surface HB1aa of the hub HB1 and the inner pin SL1b of the sleeve SL1 is clogged. The acceleration surface HB1aa and the inner pin SL1b come into contact with each other and are pressed against each other. As a result, all of the torque in the acceleration direction of the engine E / G acts between the output shaft A3 and the sleeve SL1. If the magnitude of the torque in the acceleration direction of the engine E / G is larger than the friction torque T1a, the friction engagement surfaces EN1c and SL1c slip as shown in FIG. 20, and the acceleration surfaces EN1aa and SL1aa approach each other. And abut against each other. When the acceleration surfaces EN1aa and SL1aa come into contact with each other, as shown in FIG. 21, the same state as that shown in FIG. 7 is obtained. That is, the torque in the acceleration direction is transmitted using the torque transmission action of a so-called “dog clutch” by the contact between the acceleration surfaces EN1aa and SL1aa. Thereafter, a state of normal acceleration at the first speed is obtained.

  In addition, at the time of normal acceleration at the first speed, the sleeve SL1 is constantly pressed toward the engaged member EN1 by the pressing force F1a by the springs SP1 and SP1, so that the sleeve SL1 material is “engaged position” for some reason. From the vehicle to the “non-engagement position” (that is, a situation in which the torque in the acceleration direction of the vehicle cannot be transmitted) hardly occurs. As a result, the normal acceleration can be stably maintained using the above-described “torque transmission action of the dog clutch”.

(Change from normal acceleration to normal deceleration)
Next, an example of the operation of the switching mechanism SW1 when changing from normal acceleration at the first speed to normal deceleration will be described with reference to FIGS.

  FIG. 22 shows an acceleration state at the first speed of the vehicle when the accelerator pedal AP is “ON” and the clutch C / D is “engaged” (angular speeds of EN2, SL2, SL1, and EN1: 2ω, ω, ω, ω ). As shown in FIG. 22, this state is the same as the state shown in FIG. That is, the torque in the acceleration direction is transmitted using the torque transmission action of a so-called “dog clutch” by the contact between the acceleration surfaces EN1aa and SL1aa.

  In the state shown in FIG. 22, as shown in FIG. 23, the accelerator pedal AP is changed from “ON” to “OFF”. As a result, the direction of the torque acting between the output shaft A3 and the sleeve SL1 is switched from the acceleration direction to the deceleration direction, so that the pressing force between the acceleration surface HB1aa of the hub HB1 and the inner pin SL1b of the sleeve SL1 and acceleration The pressing force between the surfaces EN1aa and SL1aa disappears. The pressing force F1a by the springs SP1 and SP1 is maintained.

  In addition, when a torque in the deceleration direction acts between the output shaft A3 and the sleeve SL1, a gap between the deceleration surface HB1ab of the hub HB1 and the inner pin SL1b of the sleeve SL1 is clogged as shown in FIG. Deceleration surface HB1ab and inner pin SL1b abut against each other and are pressed against each other. As a result, as shown in FIG. 25, the engagement pressing force F1b (accordingly, the friction torque T1b) is generated, and the same state as that shown in FIG. 17 is obtained. That is, the friction torque (= F1a + F1b) based on the pressing force (= F1a + F1b) between the friction engagement surfaces EN1c and SL1c without the deceleration surfaces EN1ab and SL1ab abutting each other (that is, without using the torque transmission action by the dog clutch). T1a + T1b) (that is, using the torque transmission action of the friction cone clutch), the difference in rotational speed between the sleeve SL1 and the engaged member EN1 is maintained at zero, and the sleeve SL1 and the engaged member EN1 Between them, torque in the deceleration direction is transmitted. Thereafter, a state of normal deceleration at the first speed is obtained.

  As described above, during the normal deceleration, the deceleration surfaces EN1ab and SL1ab do not come into contact with each other as in the case of the shift down. Therefore, the sleeve SL1 is moved from the “engagement position” due to the inclination of the deceleration surfaces EN1ab and SL1ab. A situation of moving to the “non-engagement position” (that is, a situation where torque in the deceleration direction of the vehicle cannot be transmitted) does not occur.

  The present invention is not limited to the above exemplary embodiment, and various applications and modifications are possible. For example, each of the following embodiments to which the above embodiment is applied can be implemented.

  In the above embodiment, the case where the switching mechanisms SW1 to SW5 are provided on the output shaft A3 has been described. However, in the present invention, each of the switching mechanisms SW1 to SW5 is provided on either the input shaft A2 or the output shaft A3. Also good. Each of the switching mechanisms SW <b> 1 to SW <b> 5 is provided on a shaft provided with a corresponding idle gear among the input shaft A <b> 2 and the output shaft A <b> 3.

  In the above-described embodiment, as an example, the case where the up-shift and the down-shift are performed between the first speed and the second speed (that is, the operation of the switching mechanisms SW1, SW2) is described, but other than the combination of the first speed and the second speed Even when upshifting and downshifting are performed in combination, the same operations as the upshifting and downshifting operations between the first speed and the second speed can be performed.

  In the above embodiment, the fork and the fork shaft are configured to be relatively movable in the axial direction, and the axial position of the fork shaft is any one of “first position”, “intermediate position”, and “second position”. The fork and the fork shaft are configured so as not to move relative to each other in the axial direction, and the axial position of the fork shaft is defined as “first position” and “intermediate”. It may be configured to be selectively controlled to any one of “position”. In this case, the state similar to the case where the fork shaft is controlled to the “second position” in the above embodiment (the state where the sleeve presses the engaged member) Can be obtained by controlling the actuator that drives the fork shaft so as to press in the “direction in which the engaged member is pressed”.

  T / M ... transmission, C / D ... clutch, E / G ... engine, A1 ... drive output shaft, A2 ... input shaft, A3 ... output shaft, ACT1 ... clutch actuator, ACT2 ... transmission actuator, AP ... accelerator pedal , BP ... Brake pedal, ECU ... Electronic control unit, G1i, G2i, G3i, G4i, G5i ... Fixed gear, G1o, G2o, G3o, G4o, G5o ... Swivel gear, SW1, SW2, SW3, SW4, SW5 ... Switching Mechanism, EN1, EN2 ... engaged member, SL1, SL2 ... sleeve, SL1b, SL2b ... inner pin, HB1, HB2 ... hub, HB1aa, HB2aa, EN1aa, EN2aa, SL1aa, SL2aa ... acceleration surface, HB1ab, HB2ab, EN1ab, EN2ab, SL1ab, SL2ab ... Deceleration surface, EN1c, EN c, SL1c, SL2c ... frictional engagement surface, FK1, FK2 ... fork, FS1, FS2 ... fork shaft, SP1, SP2 ... spring 200 ... control device

Claims (5)

A transmission having an input shaft to which power is input from a drive output shaft of a power source of the vehicle, and an output shaft for outputting power to the drive wheels of the vehicle, and having a plurality of shift stages;
A clutch is interposed between the drive output shaft of the power source and the input shaft of the transmission, and a power transmission system is formed between the drive output shaft of the power source and the input shaft of the transmission. A clutch that selectively realizes a joined state and a divided state in which the power transmission system is not formed;
A first actuator for controlling the clutch;
A second actuator that controls the transmission to selectively realize one of the plurality of gears;
Control means for controlling the first actuator and the second actuator based on the running state of the vehicle;
A vehicle power transmission control device comprising:
The transmission is
A plurality of fixed gears, each of which is provided on the input shaft or the output shaft so as not to be relatively rotatable, and corresponding to each of the plurality of shift stages;
A plurality of idler gears each rotatably provided on the input shaft or the output shaft, corresponding to each of the plurality of gears, and constantly meshing with the fixed gear of the corresponding gears;
A state in which one of the plurality of idle gears cannot rotate relative to a corresponding shaft of the input shaft and the output shaft provided with the idle gear. A switching mechanism that selectively achieves the rotating gear and realizes a shift stage corresponding to the idle gear;
With
The switching mechanism, for each of the gears,
An engaged member provided in the idle gear;
Of the input shaft and the output shaft, provided on the corresponding shaft on which the idle gear is provided, the corresponding shaft is not relatively rotatable and engages with the engaged member in the axial direction. An engagement member that is movably engaged between a position and a non-engagement position that is farther from the engagement member than the engagement position and does not engage with the engagement member;
With
For each of the shift speeds, a pair of friction engagement surfaces are provided at portions of the engagement member and the engaged member that are opposed to each other, and the engagement member and the engaged member include the engagement member. The pair of friction engagement surfaces are not in contact with each other when in the non-engagement position, and the pair of friction engagement surfaces are in contact with each other when the engagement member is in the engagement position. Configured,
For each of the shift speeds, the engagement structure between the corresponding shaft and the engagement member is such that when the engagement member is in the engagement position, the vehicle is disposed between the corresponding shaft and the engagement member. When the torque in the deceleration direction is acting, the engagement member is a force in the axial direction that presses the member to be engaged, and a force corresponding to the magnitude of the torque in the deceleration direction. It is configured to generate a pressing force,
The second actuator is configured to drive the engagement member of each of the shift speeds in the axial direction;
The engagement member of one of the plurality of shift stages is in the engagement position, and the engagement member of the remaining shift stage of the plurality of shift stages is the non-engagement position. In that case, the shift stage is realized,
The control means includes
During the non-execution of the shift operation for changing the shift speed to be realized, the clutch is maintained in the engaged state, and the engagement member at the engagement position of the shift speed being realized is moved to the engaged state. Regardless of the engagement pressing force toward the member, always press in the axial direction,
When executing the shift operation for changing the realized shift speed to the high speed side, the engagement member at the engagement position of the shift speed before the shift is maintained with the clutch maintained in the engaged state. Driving toward the non-engagement position and driving the engagement member at the non-engagement position of the shift stage after the shift toward the engagement position, the engagement member of the shift stage before the shift is Realizing a state in which the engagement member is in the non-engagement position and the engagement member of the gear stage after the shift is in the engagement position and presses the engaged member irrespective of the engagement pressing force;
When the shift operation for changing the shift speed to be realized is performed to the low speed side, the clutch is in the engagement position of the shift speed before the shift with the clutch changed / maintained from the engaged state to the disconnected state. Driving the engagement member toward the non-engagement position and driving the engagement member at the non-engagement position of the shift stage after the shift toward the engagement position to shift the shift stage before the shift. The engaging member is in the disengaged position, and the engaged member of the gear stage after the shift is in the engaged position and presses the engaged member regardless of the engaging pressing force. A power transmission control device for a vehicle configured to realize a state to be performed and then change the clutch from the divided state to the joined state. The power transmission control device for a vehicle according to claim 1,
The gears engage with each other when torque in the deceleration direction of the vehicle is acting between the engaging member and the engaged member when the engaging member is in the engaging position. Either one or both of the engaging surfaces of the engaging member and the engaged member that are engaged in the axial direction so that the engaging member receives the axial force that moves away from the engaged member. A vehicle power transmission control device that is inclined with respect to the vehicle. In the vehicle power transmission control device according to claim 1 or 2,
The gears that engage with each other when the torque in the deceleration direction of the vehicle is acting between the corresponding shaft and the engagement member when the engagement member is in the engagement position for each of the shift speeds. One or both of the corresponding shaft and the engagement surface of each of the engagement members are inclined with respect to the axial direction so that the engagement pressing force is generated. The power transmission control device for a vehicle according to any one of claims 1 to 3,
For each of the shift speeds, the pair of friction engagement surfaces provided on the engagement member and the engaged member are a female conical friction engagement surface and a male conical friction engagement surface. Vehicle power transmission control device. The power transmission control device for a vehicle according to any one of claims 1 to 4,
The switching mechanism, for each of the gears,
A fork shaft arranged parallel to the corresponding axis and movable in the axial direction;
A fork connected to the fork shaft so as to be relatively movable in the axial direction, and connected to the engaging member so as not to be relatively movable in the axial direction;
An elastic member that is provided on the fork shaft and generates an elastic force in the axial direction with respect to the fork according to a relative position of the fork with respect to the fork shaft in the axial direction;
With
The second actuator is configured to drive the fork shaft of each shift stage in the axial direction;
When the fork is in the original position with respect to the fork shaft, no force is generated to drive the fork in the axial direction, and the fork is moved away from the original position with respect to the fork shaft. A force to drive the fork in the axial direction to return to the position is generated,
For each shift stage, when the engaging member is in the disengaged position and the fork shaft is in the first position in the axial direction, the fork is in the original position with respect to the fork shaft. The engaging member is not driven in the axial direction,
When the engagement member is in the engagement position and the fork shaft is in the second position in the axial direction, the fork is separated from the original position with respect to the fork shaft, and the engagement member is A force to press the engaged member in the axial direction is generated,
The control means includes
During the non-execution of the shift operation, the clutch is maintained in the engaged state, and the fork shaft of the realized shift stage is constantly maintained in the second position,
When executing the shift operation for changing the realized shift speed to the high speed side, the fork shaft of the shift speed before the shift is moved from the second position to the first position with the clutch maintained in the engaged state. Driving toward the position, and driving the fork shaft of the shift stage after the shift from the first position toward the second position;
When the shift operation for changing the shift speed to be realized to the low speed side is executed, the fork shaft of the shift speed before the shift is changed to the first position with the clutch changed / maintained from the engaged state to the disconnected state. Drive from the second position toward the first position, drive the fork shaft of the gear stage after the shift from the first position toward the second position, and then move the clutch from the disconnected state to the joined state. A vehicle power transmission control device configured to change to a state.

Images