JP6836981B2 - Transmission controller - Google Patents

Description

The present invention is a transmission including a stepped transmission that shifts rotation by a driving force of a drive source mounted on a vehicle and outputs the rotation to the drive wheel side, and a control means for controlling the transmission. Regarding the control device.

Conventionally, as shown in Patent Document 1, for example, as a transmission for a vehicle, there is a multi-speed automatic transmission having a synchronizer (synchronous engagement device). In such an automatic transmission, for example, when in-gearing a running gear after starting a vehicle, the hub of the synchronizer of the gear other than the gear (gear) to be in-gear, the blocking ring, and the gear. Due to the difference in rotation between the dog teeth (dog spline), the resistance (so-called drag torque) caused by the frictional resistance of the hydraulic oil (lubricating oil) between these hubs and blocking ring and the dog teeth of the transmission gear. ) May occur. When the viscosity of the hydraulic oil is high, such as immediately after starting the vehicle in a low temperature environment, the above-mentioned drag torque may become larger. Further, in the synchronizer of the in-gear transmission stage, such a drag torque is generated, so that the time required for the sleeve (sleeve spline) to separate the blocking ring or the dog tooth (dog spline) after the synchronization of the synchronizer becomes long. , There is a concern that the in-gear time (time required for in-gear) will be long.

In particular, when the vehicle is in-geared in the reverse gear (reverse gear) while the vehicle is traveling forward, the hub and blocking ring of the synchronizer of the gears other than the in-gear gear (gear) rotate in the opposite direction to that in the forward travel. By doing so, the above-mentioned drag torque problem becomes remarkable.

Japanese Unexamined Patent Publication No. 2016-27269

The present invention has been made in view of the above points, and an object of the present invention is to reduce the speed, weight, and size of the transmission by using the drag torque caused by the frictional resistance of the hydraulic oil. It is an object of the present invention to provide a transmission control device capable of effectively preventing an increase in resistance to the operation of members in the machine and a long in-gear time after synchronization of the synchronizer.

In order to solve the above problems, the transmission control device according to the present invention shifts the rotation of the engine output shaft (2a) by the driving force of the drive sources (2, 3) mounted on the vehicle to the drive wheel side. In a transmission control device including a stepped transmission (4) for output and a control means (10) for controlling a shift by the transmission (4), the transmission (4) is the first. The first input shaft (IMS) to which the rotation of the engine output shaft (2a) is transmitted via the power disconnection means (C1) and the engine output shaft (2a) via the second power disconnection means (C2). A second input shaft (SS) to which rotation is transmitted and a plurality of first gears arranged so as to be relatively rotatable on the first input shaft (IMS) to shift the rotation of the first input shaft (IMS). A plurality of second drives arranged so as to be relatively rotatable on the drive gears (43, 45, 47, 49) and the second input shaft (SS) to shift the rotation of the second input shaft (SS). Multiple driven gears (53,54) that mesh with the gears (42,44,46,48) and the first drive gear (43,45,47,49) or the second drive gear (42,44,46,48). , 56,58) are fixed, and the first drive gear (43,45,47,49) or the second drive gear (42,44,46,48) and the driven gear (53,54,56,58) are fixed. The output shaft (CS) that outputs the speed-shifted driving force and one of the first drive gears (43, 45, 47, 49) are selectively synchronously coupled to the first input shaft (IMS). Selectively select any one of the first transmission mechanism (GR1) including one or more synchronous engagement devices (83, 87) and the second drive gear (42, 44, 46, 48) as the second input shaft. A second transmission mechanism (GR2) including one or more synchronous engagement devices (82,86) that are synchronously coupled to (SS), and a control means (10) warms the transmission (4). As a warm-up control, none of the plurality of first drive gears (43, 45, 47, 49) is coupled to the first input shaft (IMS), and the rotation of the output shaft (CS) is stopped. In this state, the first power disconnection means (C1) is fastened to rotate the first input shaft (IMS), and the plurality of second drive gears (42, 44, 46, 48) are all second. In a state where the output shaft (CS) is not connected to the input shaft (SS) and the rotation of the output shaft (CS) is stopped, the second power disconnection means (C2) is fastened to connect the second input shaft (SS). It is characterized in that it controls rotation and at least one of them.

According to the control device of the transmission according to the present invention, the hub and the blocking ring of the synchronous engagement device (synchronizer) of the transmission stage (gear stage) related to the drive gear other than the in-gear drive gear are forcibly rotated in advance. By doing so, a rotational difference can be given between the hub and blocking ring of the synchronous engaging device and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission (particularly the hydraulic oil around the synchronous engaging device) is agitated and generates heat (heat temperature). Due to the heat generation energy, the drag torque generated in the synchronous engaging device can be reduced in advance. Therefore, the resistance due to the friction of the hydraulic oil generated inside the transmission can be reduced. Further, since the friction caused by the hydraulic oil can be reduced by raising the temperature of the hydraulic oil (lubricating oil), it is possible to improve the fuel efficiency of the vehicle. Further, according to the present invention, the hub and the blocking ring of the synchronous engagement device (synchronizer) of the transmission stage (gear stage) to be applied to the drive gear to be in-geared next time are forcibly rotated in advance to perform the synchronous engagement. Since the drag torque generated in the device can be reduced in advance, the in-gear time (time required for in-gear) when the synchronous engaging device is next in-geared to the shift stage applied to the drive gear after synchronization can be shortened. ..

In addition, a structure for improving the sorting performance of the synchronous engagement device in order to shorten the in-gear time of the synchronous engagement device (for example, changing the chamfer angle of the blocking ring, increasing the size of the synchronous engagement device, etc. Alternatively, it is not necessary to adopt a double cone type synchronous engagement device). Therefore, it is possible to suppress the complexity of the structure of the synchronous engaging device and the transmission, the increase in weight, the increase in cost, the increase in external dimensions, and the like.

Further, in the control device of this transmission, a parking lock mechanism (65) that can operate between a regulated state that regulates the rotation of the output shaft (CS) and a released state that releases the regulated state, and an output as a shift position. The shaft (CS) and drive wheels (WR, WL) are driven by the drive sources (2, 3) to drive the vehicle, and when the parking lock condition is satisfied, the parking lock mechanism (65) is regulated. The control device (10) includes a shift position switching means that has a position and selectively switches between a traveling position and a parking position, and a shift position detecting means (33) that detects the shift position. The control device (10) is a shift position detecting means. The warm-up control may be executed when the shift position detected in (33) is the parking position.

When the shift position is the traveling position, a rotation difference occurs between the hub and blocking ring of the synchronizer in the transmission and the dog teeth of the drive gear, so that the lubricating oil in the transmission is agitated to warm up. .. Therefore, it is not necessary to carry out the warm-up control of the present invention. Further, when the shift position is the neutral position (N position), when the first power disconnection means or the second power disconnection means is fastened to rotate the first input shaft or the second input shaft, the synchronous engagement device is dragged. Since the vehicle may move due to the slight rotation of the output shaft due to torque or the like, it is not very suitable for executing the warm-up control of the present invention. On the other hand, when the shift position is the P position, there is no rotational difference between the hub and blocking ring of the synchronous engaging device and the dog teeth of the drive gear as it is, and the output shaft (CS) Since the rotation is locked, it is desirable as a timing for executing the warm-up control of the present invention.

Further, the above-mentioned transmission control device includes an oil temperature detecting means (34) for detecting the temperature of the hydraulic oil in the transmission (4) and an ignition switch (37) for switching the ignition on / off. The control means (10) may execute warm-up control when the temperature of the hydraulic oil at the time of the previous ignition off is equal to or lower than a predetermined temperature.

When the temperature of the hydraulic oil at the time of the previous ignition off is equal to or lower than the predetermined temperature, there is a high possibility that the drag torque of the synchronous engaging device is increased due to the high viscosity of the hydraulic oil. Therefore, in that case, by executing the above warm-up control, the drag torque generated in the synchronous engagement device when the next synchronous engagement device is in-geared in the shift stage applied to the drive gear is reduced in advance. It is desirable to keep it.

Further, in the above-mentioned transmission control device, the oil temperature detecting means (34) for detecting the temperature of the hydraulic oil in the transmission, the outside air temperature detecting means (36) for detecting the outside air temperature of the vehicle, and the ignition on / off. It is equipped with an ignition switch (37) for switching off and a time measuring means (10) for measuring the elapsed time (soak time) from the previous ignition off to the current ignition on, and the control means (10) operates at the time of the previous ignition off. It is advisable to determine whether or not to perform warm-up control based on the oil temperature and the outside air temperature, the hydraulic oil temperature and the outside air temperature at the time of ignition on this time, and the elapsed time from the previous ignition off to the ignition on this time.

According to this configuration, the temperature and the outside air temperature of the hydraulic oil at the time of the previous ignition off, the temperature and the outside air temperature of the hydraulic oil at the time of the current ignition on, and the elapsed time from the previous ignition off to the current ignition on are warmed up. By determining whether or not to perform machine control, it is possible to appropriately determine whether or not warm-up control is necessary.

Further, the above-mentioned transmission control device includes a rotation difference detecting means (35) for detecting the rotation difference of the members that rotate relative to each other in the synchronous engaging device, and the control means (10) has the previous ignition from the previous ignition on to the previous ignition. The cumulative running load value (M1) is calculated based on the rotation difference of the synchronous engaging device in the running of the vehicle until it is turned off, and warm-up control is performed when the cumulative running load value (M1) is equal to or less than a predetermined value (M0). Should be executed.

Further, in the above-mentioned transmission control device, when the control means (10) executes warm-up control, the temperature of the hydraulic oil at the time of ignition on this time, the vehicle speed distribution based on the running of the vehicle after the ignition is turned on this time, and the cumulative total. It is advisable to determine the duration for continuing warm-up control based on at least one of the running time and the elapsed time from the previous ignition off to the current ignition on.
The reference numerals in parentheses above indicate the reference numerals of the corresponding components of the embodiments described later as an example of the present invention.

According to the control device for the transmission according to the present invention, while the configuration of the transmission is simplified, lightened, and miniaturized, the drag torque caused by the frictional resistance of the hydraulic oil causes the operation of the members in the transmission. It is possible to effectively prevent the resistance from increasing and the in-gear time of the synchronizer from becoming long.

It is a schematic diagram which shows the structural example of the vehicle provided with the control device of the transmission which concerns on one Embodiment of this invention. It is a skeleton diagram of the transmission shown in FIG. It is a side sectional view which shows the structure of a synchronizer. It is a figure which shows the member which rotates when the second clutch is engaged. It is a flowchart for demonstrating the procedure of warm-up control of a transmission of this embodiment. It is a graph which shows the cumulative running load of a synchronizer. It is a flowchart for demonstrating another procedure of warm-up control of a transmission of this embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic view showing a configuration example of a vehicle provided with a transmission control device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 1 of the present embodiment is a vehicle of a hybrid vehicle including an engine (internal engine) 2 and a motor (electric motor) 3 as drive sources, and further controls the motor 3. The engine (motor control means) 20, the battery 30, the transmission (transmission) 4, the differential mechanism 5, the left and right drive shafts 6R and 6L, and the left and right drive wheels WR and WL are provided. The rotational driving force of the engine 2 and the motor 3 is transmitted to the left and right drive wheels WR and WL via the transmission 4, the differential mechanism 5, and the drive shafts 6R and 6L.

Further, the vehicle 1 includes an engine 2, a motor 3, a transmission 4, a differential mechanism 5, an inverter (electric motor control means) 20, and an electronic control unit (ECU) 10 for controlling the battery 30, respectively. The electronic control unit 10 is not only configured as one unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery for controlling the battery 30. It may be composed of a plurality of ECUs such as an ECU and an AT-ECU for controlling the transmission 4. The electronic control unit 10 of the present embodiment controls the engine 2, the motor 3, the battery 30, and the transmission 4.

The electronic control unit 10 is controlled to run independently of the motor (EV running) using only the motor 3 as a power source, or runs independently of the engine using only the engine 2 as a power source, according to various operating conditions. It is controlled so as to perform collaborative running (HEV running) in which both the engine 2 and the motor 3 are used as power sources.

Further, the electronic control unit 10 is provided with control parameters such as the accelerator pedal opening degree from the accelerator pedal opening sensor 31 that detects the depression amount of the accelerator pedal (not shown) and the depression amount of the brake pedal (not shown). The brake pedal opening degree from the brake pedal sensor 32 to be detected, the shift position from the shift position sensor 33 to detect the shift position selected (set) by the operation of the shift lever by the driver of the vehicle, and the operation in the transmission 4. Detects the oil temperature from the oil temperature sensor 34 that detects the temperature (oil temperature) of the oil (lubricating oil), the rotation speed of each rotating shaft in the transmission 4 such as the inner main shaft IMS, the outer main shaft OMS, and the counter shaft CS. Various signals such as the number of rotations from the rotating shaft sensor 35, the temperature (outside temperature) from the outside temperature sensor 36 that measures the temperature outside the vehicle interior (outside), and the on / off signal of the ignition switch 37 are input. It has become. Further, the electronic control unit 10 has a function as a time measuring means for measuring the elapsed time (soak time) from the time when the ignition switch 37 is turned off last time to the time when the ignition switch 37 is turned on this time.

The shift positions detected by the shift position sensor 33 include, for example, four positions: P position (parking position), D position (forward running position), N position (neutral position), and R position (reverse running position). The types can be mentioned. Further, the D position may have an automatic shift mode and a manual shift mode.

The engine 2 is an internal combustion engine that generates a driving force for driving the vehicle 1 by mixing fuel with air and burning it. The motor 3 functions as a motor that generates a driving force for driving the vehicle 1 by using the electric energy of the battery 30 when the engine 2 and the motor 3 are collaborating with each other or when the motor 3 alone is traveling alone. At the same time, when the vehicle 1 is decelerated, it functions as a generator that generates electric power by regenerating the motor 3. At the time of regeneration of the motor 3, the battery 30 is charged by the electric power (regenerative energy) generated by the motor 3.

Next, the configuration of the transmission 4 included in the vehicle of the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. The transmission 4 is a parallel shaft type transmission having 9 forward speeds and 1 reverse speed, and is a dry twin clutch type transmission.

The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the engine output shaft 2a of the engine 2 and the motor 3, an outer main shaft OMS forming an outer cylinder of the inner main shaft IMS, and an inner main. A secondary shaft (second input shaft) SS and a reverse shaft RVS parallel to the shaft IMS, a counter shaft (output shaft) CS parallel to these shafts, and an output shaft OPS connected to the differential mechanism 5 are provided.

Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS, and the counter shaft CS is arranged so as to be further always engaged with the differential mechanism 5 via the output shaft OPS.

Further, the transmission 4 includes a first clutch (first power disconnection / disconnection means) C1 for odd-numbered gears and a second clutch (second power disconnection / disconnection means) C2 for even-numbered gears. The first clutch C1 is coupled to the inner main shaft IMS. The second clutch C2 is coupled to the outer main shaft OMS and is connected to the reverse shaft RVS and the secondary shaft SS via a gear 42 fixed on the outer main shaft OMS.

On the outer circumference of the inner main shaft IMS, in order from the right side (first clutch C1 side) in FIG. 2, a 3-speed drive gear 43, a 5-speed drive gear 45, a 7-speed drive gear 47, and a 9-speed drive gear 49 are arranged. The 1st speed drive gear 41 is arranged. The 3rd speed drive gear 43, the 5th speed drive gear 45, the 7th speed drive gear 47, and the 9th speed drive gear 49 are each rotatable relative to the inner main shaft IMS, and the 1st speed drive gear 41 is the inner main shaft. It is fixed to IMS. Further, on the inner main shaft IMS, a sleeve of a 3-5 speed synchronizer (synchronous engagement device) 83 is provided between the 3rd speed drive gear 43 and the 5th speed drive gear 45 so as to be slidable in the axial direction. Further, a sleeve of the 7-9 speed synchronizer (synchronous engagement device) 87 is provided between the 7th speed drive gear 47 and the 9th speed drive gear 49 so as to be slidable in the axial direction. The gear stage is connected to the inner main shaft IMS by sliding the sleeve of the synchronizer (synchronous engagement device) corresponding to the desired gear stage to synchronize the gear stage. These gears and synchronizers provided in connection with the inner main shaft IMS constitute a first transmission mechanism GR1 for performing odd-numbered gear shifting. Each drive gear of the first transmission mechanism GR1 meshes with a corresponding driven gear provided on the counter shaft CS to rotationally drive the counter shaft CS.

On the outer circumference of the secondary shaft SS, the 2nd speed drive gear 42, the 4th speed drive gear 44, the 6th speed drive gear 46, and the 8th speed drive gear 48 are arranged so as to be relatively rotatable in order from the right side in FIG. Will be done. Further, on the secondary shaft SS, a sleeve of a 2-4 speed synchronizer (synchronous engagement device) 82 is provided between the 2nd speed drive gear 42 and the 4th speed drive gear 44 so as to be slidable in the axial direction. , A sleeve of a 6-8 speed synchronizer (synchronous engagement device) 86 is provided between the 6th speed drive gear 46 and the 8th speed drive gear 48 so as to be slidable in the axial direction. Also in this case, the gear stage is connected to the secondary shaft SS by sliding the sleeve of the synchronizer (synchronous engagement device) corresponding to the desired gear stage to synchronize the gear stage. These gears and synchronizers provided in connection with the secondary shaft SS constitute a second transmission mechanism GR2 for shifting even-numbered gears. Each drive gear of the second transmission mechanism GR2 also meshes with the corresponding driven gear provided on the counter shaft CS to rotationally drive the counter shaft CS. The gear 57 fixed to the secondary shaft SS is coupled to the gear 55 on the outer main shaft OMS, and is coupled to the second clutch C2 via the outer main shaft OMS.

A reverse drive gear 60 is arranged on the outer circumference of the reverse shaft RVS so as to be relatively rotatable. Further, on the reverse shaft RVS, a sleeve of a reverse synchronizer (synchronous engaging device) 85 is provided so as to be slidable in the axial direction corresponding to the reverse drive gear 60, and the gear 42 on the outer main shaft OMS is provided. The idle gear 50 to be engaged is fixed. In the case of reverse running, the synchronization of the synchronizer 85 is inserted and the second clutch C2 is engaged, so that the rotation of the second clutch C2 is transmitted to the reverse shaft RVS via the outer main shaft OMS and the idle gear 50. , The reverse drive gear 60 is rotated. The reverse drive gear 60 meshes with the gear 53 on the counter shaft CS, and when the reverse drive gear 60 rotates, the counter shaft CS rotates in the direction opposite to that in the forward direction. The reverse rotation of the counter shaft CS is transmitted to the differential mechanism 5 via the gear 59 on the output shaft OPS.

On the counter shaft CS, in order from the right side in FIG. 2, the 2nd speed driven gear 52 that meshes with the 2nd speed drive gear 42, the 3rd speed driven gear 53 that meshes with the 3rd speed drive gear 43, the 4th speed drive gear 44, and the 5th speed 8 that meshes with the 4-5th speed driven gear 54 that meshes with the drive gear 45, the 6-7th speed driven gear 56 that meshes with the 6th speed drive gear 46 and the 7th speed drive gear 47, and the 8th speed drive gear 48 and the 9th speed drive gear 49. The -9th speed driven gear 58 is fixedly arranged. Further, on the counter shaft CS, a first-speed driven gear 51 that meshes with the first-speed drive gear 41 is provided so as to be relatively rotatable via the first-speed one-way clutch mechanism 81. The 1-speed one-way clutch mechanism 81 is adapted to switch between engagement and disengagement according to the relative rotation speed of the 1-speed driven gear 51 (inner main shaft IMS) and the counter shaft CS. Further, the 3rd speed driven gear 53 meshes with the gear 59 on the output shaft OPS, whereby the rotation of the counter shaft CS is transmitted to the differential mechanism 5 via the output shaft OPS. Further, a parking lock mechanism 65 is provided on the counter shaft CS. The parking lock mechanism 65 locks the counter shaft CS to a fixed side such as a transmission case when the shift position is the parking position (P position).

In the transmission 4 having the above configuration, when the sleeve (synchro sleeve) of the 2-4 speed synchronizer 82 is slid to the right, the 2nd speed drive gear 42 is coupled to the secondary shaft SS (2nd speed in gear) and slides to the left. Then, the 4-speed drive gear 44 is coupled to the secondary shaft SS (4-speed in-gear). Further, when the sleeve of the 6-8 speed synchronizer 86 is slid to the right, the 6-speed drive gear 46 is coupled to the secondary shaft SS (6-speed in-gear), and when it is slid to the left, the 8-speed drive gear 48 is the secondary shaft. It is connected to SS (8-speed in-gear). By engaging the second clutch C2 with the even number of drive gears selected in this way, the transmission 4 is set to the even number of gears (2nd, 4th, 6th, or 8th). To.

When the 1st speed one-way clutch mechanism 81 is engaged, the 1st speed driven gear 51 is coupled to the counter shaft CS (1st speed in gear), and the 1st speed gear is selected. On the other hand, when the sleeve of the 3-5th speed synchronizer 83 is slid to the right while the 1st speed one-way clutch mechanism 81 is not engaged, the 3rd speed drive gear 43 is coupled to the inner main shaft IMS and the 3rd speed gear is changed. Is selected (3rd speed in gear) and slides to the left, the 5th speed drive gear 45 is coupled to the inner main shaft IMS, and the 5th speed gear is selected (5th speed in gear). When the sleeve of the 7-9th speed synchronizer 87 is slid to the right, the 7th speed drive gear 47 is coupled to the inner main shaft IMS to select the 7th speed gear (7th speed in gear) and slide to the left. Then, the 9-speed drive gear 49 is coupled to the inner main shaft IMS, and the 9-speed shift stage is selected (9-speed in-gear). By engaging the first clutch C1 with the odd number of drive gears selected in this way, the transmission 4 has an odd number of gears (1st, 3rd, 5th, 7th, or 9th). Is set to.

The first clutch C1 described above, the 1,3,5,7,9 speed drive gears 41,43,45,47,49 provided on the inner main shaft IMS, and the 1st speed one-way clutch mechanism 81, 3-5 speeds. The synchronizer 83 and the 7-9 speed synchronizer 87 constitute a first transmission mechanism GR1 for setting odd-numbered gears. Further, the second clutch C2, the 2, 4, 6, 8 speed drive gears 42, 44, 46, 48 provided on the secondary shaft SS, the 2-4 speed synchronizer 82, and the 6-8 speed synchronizer The 86 constitutes a second transmission mechanism GR2 for setting even-numbered gears.

In the transmission 4, when the first clutch C1 is engaged, the driving force of the engine 2 and the motor 3 is transmitted from the first clutch C1 to the first transmission mechanism GR1 via the inner main shaft IMS. On the other hand, when the second clutch C2 is engaged, the driving force of the engine 2 and the motor 3 is transmitted from the second clutch C2 to the second transmission mechanism GR2 on the secondary shaft SS via the outer main shaft OMS.

Therefore, when the first clutch C1 is engaged with the 1st speed one-way clutch mechanism 81 engaged, the 1st speed shift stage is established, and the 2nd-4th speed synchronizer 82 is moved to the right to move the 2nd speed drive gear 42 to the secondary shaft. When the second clutch C2 is engaged in the state of being engaged with the SS, the second speed shift stage is established, the 3rd to 5th speed synchronizer 83 is moved to the right, and the 3rd speed drive gear 43 is connected to the inner main shaft IMS. When the 1st clutch C1 is engaged, the 3rd speed shift is established, and when the 3rd-5th speed synchronizer 83 is moved to the left and the 5th speed drive gear 45 is engaged with the inner main shaft IMS, the second clutch C2 is engaged. The 5th gear is established. After that, by switching the engagement between the synchronizers 82, 83, 86, 87 and the first and second clutches C1 and C2, each shift stage up to the 9th speed can be set.

Then, when shifting up from the 1st speed side to the 9th speed side, the 2nd speed stage is pre-shifted while the 1st speed stage is engaged and the 1st speed stage is established, and the 1st clutch C1 is released. The 2nd speed is established by disengaging and engaging the 2nd clutch C2, and the 3rd speed is pre-shifted while the 2nd clutch C2 is engaged and the 2nd speed is established. The third speed stage is established by disengaging the second clutch C2 and engaging the first clutch C1. This is repeated in order to shift up.

On the other hand, when downshifting from the 9th speed side to the 1st speed side, the 8th speed stage is pre-shifted while the 1st clutch C1 is engaged and the 9th speed stage is established, and the 1st clutch C1 is released. The 8th speed is established by disengaging and engaging the 2nd clutch C2, and the 7th speed is pre-shifted while the 2nd clutch C2 is engaged and the 8th speed is established. By disengaging the second clutch C2 and engaging the first clutch C1, the 8-speed stage is established, and this is repeated to shift down. As a result, it is possible to shift up and down without interruption of the driving force.

It should be noted that the determination of the shift stage to be realized by the transmission 4 and the control for realizing the shift stage (selection of the shift stage in the first transmission mechanism GR1 and the second transmission mechanism GR2 (synchronization switching control), and the first The clutch C1 and the second clutch C2 are engaged and disengaged, and the like) is a shift map (shifting) showing the relationship between the vehicle speed and the accelerator opening set in advance by the electronic control unit (control means) 10 and the shifting stage. It is performed based on the target shift stage determined according to the map). That is, the shift to the target shift stage is performed according to the driving situation including the current vehicle speed and the driver's intention.

Here, the detailed structure of the synchronizers (synchronous engaging devices) 82, 83, 86, 87 included in the transmission 4 will be described. Since the basic structures of the synchronizers (synchronous engagement devices) 82, 83, 86, and 87 are the same, the 3-5 speed synchronizer 83 will be described here as an example. FIG. 3 is a side sectional view showing the 3-5 speed synchronizer 83. The 3-5 speed synchronizer 83 shown in the figure is a 3rd speed drive gear 43 and a 5th speed drive gear 45 which are rotatably supported by the inner main shaft IMS and have dog splines (dog teeth) 43a and 45a formed on the outer periphery. And the synchro hub 130 (synchronous) having a hub spline 131 (spline tooth) coupled to the inner main shaft IMS between the 3rd speed drive gear 43 and the 5th speed drive gear 45 in the axial direction and extending in the axial direction at the outer peripheral end portion 130a. The hub), the blocking ring 140 which is arranged so as to face one inner peripheral side surface 130b in the axial direction of the synchro hub 130 and which can be frictionally engaged with the third speed drive gear 43, and the axial direction of the synchro hub 130. A blocking ring 145, which is arranged to face the other inner peripheral side surface 130c and is capable of frictionally engaging with the 5-speed drive gear 45, a dog spline 43a, 45a, a hub spline 131, and a blocking ring 140, 145. It has a sleeve spline 151 (spline tooth) that meshes with the dog teeth 140a and 145a on the inner peripheral side, and has a synchro sleeve 150 (synchronous sleeve) spline-coupled so as to be movable in the axial direction on the outer circumference of the synchro hub 130. The synchro sleeve 150 moves left and right along the axial direction from the neutral position shown in FIG. 3 by sliding a shift fork (not shown). Then, by moving to the 3rd speed position on the right side, the synchro hub 130 (inner main shaft IMS) and the 3rd speed drive gear 43 are synchronously engaged to establish the 3rd speed shift stage, and the movement to the 5th speed position on the left side is established. The 5th speed gear is established by synchronously engaging the synchro hub 130 (inner main shaft IMS) and the 5th speed drive gear 45.

In addition, annular synchro springs 160 and 165 are installed on the outer circumferences of the blocking rings 140 and 145. The synchro springs 160 and 165 are parts in which elastic metal wire rods are formed in a circular ring shape, and the synchro hub 130 and the synchro sleeve 150 are axially relative to the dog teeth 140a and 145a on the outer periphery of the blocking rings 140 and 145. It is installed adjacent to the side. These synchro springs 160 and 165 form the dog teeth 140a and 145a of the blocking rings 140 and 145, the axial end faces of the synchro hub 130, and the sleeve spline 151 of the synchro sleeve 150 when the synchro sleeve 150 is in the neutral position. It is in an enclosed position. Then, when the synchro sleeve 150 slides on the 3-speed drive gear 43 side and the 5-speed drive gear 45 side, respectively, it is pressed by the sleeve spline 151, so that it is axially oriented toward the dog teeth 140a and 145a (in the figure). It is designed to be pushed diagonally downward to the left and right.

A tapered cone surface 43c formed of an inclined surface that is inclined in a conical shape with respect to the axial direction is formed on the outer periphery of the boss portion 43b extending toward the synchro hub 130 of the third speed drive gear 43. A blocking ring 140 is fitted on the outer diameter side of the tapered cone surface 43c. The blocking ring 140 is a circular annular member having a predetermined width, and a tapered cone surface 140c formed of a conical inclined surface that is in sliding contact with the tapered cone surface 43c of the boss portion 43b is formed on the inner peripheral surface thereof. As a result, the blocking ring 140 is configured to be able to be frictionally engaged with the third speed drive gear 43. Further, a tapered cone surface 45c formed of an inclined surface that is inclined in a conical shape with respect to the axial direction is formed on the outer periphery of the boss portion 45b extending toward the synchro hub 130 of the 5-speed drive gear 45. A blocking ring 145 is fitted on the outer diameter side of the tapered cone surface 45c. The blocking ring 145 is a circular annular member having a predetermined width, and a tapered cone surface 145c formed of a conical inclined surface that is in sliding contact with the tapered cone surface 45c of the boss portion 45b is formed on the inner peripheral surface thereof. As a result, the blocking ring 145 is configured to be frictionally engaged with the 5-speed drive gear 45.

In the 3-5 speed synchronizer 83 having the above configuration, when the inner main shaft IMS rotates when the synchro sleeve 150 is in the neutral position, the rotation of the inner main shaft IMS causes the synchro hub 130, the synchro sleeve 150, and the blocking ring 140, It is transmitted to 145 and these rotate together. On the other hand, the rotation of the inner main shaft IMS is not transmitted to the 3rd speed drive gear 43 and its dog spline 43a, and the 5th speed drive gear 45 and its dog spline 45a. Therefore, there is a rotational difference between the synchro hub 130 and the blocking rings 140, 145 and the left and right dog splines 43a, 45a.

Next, the warm-up control of the transmission 4 of the present embodiment will be described. In the transmission 4 of the present embodiment, the second clutch C2 is in a state where the synchronizers 82 and 86 of the second transmission mechanism GR2 are all in the neutral position and the rotation of the counter shaft (output shaft) CS is stopped. Is fastened and the secondary shaft SS is rotated to perform warm-up control for warming up the transmission 4. Hereinafter, this warm-up control will be described in detail.

FIG. 4 is a diagram for explaining an internal state of the transmission 4 when the second clutch C2 is engaged. The vehicle is stopped at the P position in the shift position (the counter shaft CS is in the parking lock state) while the engine output shaft 2a is rotating by the driving force of the engine 2 or the motor 3, and the second transmission mechanism GR2. When the synchronizers 82 and 86 of the above are all in the neutral position (that is, the drive gears 42, 44, 46 and 48 are all in the off-gear state), the first clutch C1 is released and the second clutch C2 is engaged. As shown in the above, the rotation of the engine output shaft 2a is transmitted to the outer main shaft OMS via the second clutch C2. The rotation transmitted to the outer main shaft OMS is transmitted to the reverse shaft RVS via the gear 55 and the gear 50, and rotates the sleeve and the hub of the reverse synchronizer 85. Further, the rotation transmitted to the outer main shaft OMS is transmitted to the secondary shaft SS via the gear 55 and the gear 57, and the hub and blocking ring of the 2-4 synchronizer 82 provided integrally with the secondary shaft SS and 6 -8 Rotate the synchronizer 86 hub and blocking ring. As a result, in the reverse synchronizer 85, 2-4 synchronizer 82, and 6-8 synchronizer 86, a rotation difference is generated between the hub and blocking ring and the dog spline (dog tooth) of the drive gear. The surrounding hydraulic oil (lubricating oil) is agitated and heat generation energy is generated. This heat generation energy raises the oil temperature of the hydraulic oil around the synchronizers 82, 85, 86, so that the drag torque of these synchronizers 82, 85, 86 can be reduced in advance.

That is, according to the above warm-up control, the hub and blocking ring of the synchronizer of the shift stage (gear stage) related to the drive gear other than the drive gear to be in-geared next time, or the shift stage (gear) related to the drive gear to be in-geared next time. By forcibly rotating the hub and blocking ring of the synchronizer (stage) in advance, a rotation difference can be given between the hub and blocking ring of these synchronizers and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission 4 (particularly the hydraulic oil around the synchronizer) is agitated and generates heat (heat temperature). Due to the heat generation energy, the drag torque generated by the synchronizer can be reduced in advance. Therefore, the resistance due to the friction of the hydraulic oil generated inside the transmission 4 can be reduced. Further, since the friction caused by the hydraulic oil can be reduced by raising the temperature of the hydraulic oil (lubricating oil), it is possible to improve the fuel efficiency of the vehicle. Further, it is possible to shorten the in-gear time (time required for in-gear) when in-gearing the shift stage applied to the drive gear by the synchronizer.

Next, the procedure for performing the above warm-up control will be described. FIG. 5 is a flowchart for explaining a procedure for performing warm-up control. To perform warm-up control, first, the temperature (oil temperature) T1 of the hydraulic oil (lubricating oil) in the transmission 4 detected by the oil temperature sensor 34 at the time of the previous ignition off (IG OFF) is a predetermined temperature T0 or less ( It is determined whether or not T1 ≦ T0) (step ST1-1). Here, the condition that the oil temperature at the time of the previous ignition off is equal to or lower than the predetermined value is that when the temperature of the hydraulic oil at the time of the previous ignition off is equal to or lower than the predetermined temperature, the viscosity of the hydraulic oil is high and the synchronization is performed. This is because there is a high possibility that the drag torque of the nizer is large.

As a result, if the temperature T1 of the hydraulic oil is not equal to or lower than the predetermined temperature T0 (NO), the warm-up control is not performed. On the other hand, if the hydraulic oil temperature T1 is the predetermined temperature T0 or less (YES), the cumulative traveling load value M1 of the synchronizer at the time of the previous ignition off (IG OFF) is the predetermined value (set value) M0 or less (M1 ≦ M0). (Step ST1-2). The method of calculating the cumulative traveling load value M1 will be described later. As a result, if the cumulative traveling load value M1 of the synchronizer is not equal to or less than the predetermined value M0 (NO), the warm-up control is not performed. On the other hand, if the cumulative traveling load value M1 of the synchronizer is equal to or less than the predetermined value M0 (YES), it is determined whether or not the shift position detected by the shift position sensor 33 is the parking position (P position) (step ST1- 3).

Here, the reason for determining that the shift position is the parking position is as follows. That is, when the shift position is a running position such as a D (forward running) position or an R (backward running) position, a differential rotation occurs in the synchronizer, so that warm-up is performed and the drag torque of the synchronizer is reduced. It is not necessary to execute the warm-up control of the present embodiment. Therefore, the warm-up control of the present embodiment is executed only when the shift position is the P position (non-running position). In addition, when the shift position is N (neutral) position, if the second clutch C2 is engaged and the secondary shaft SS is rotated, the counter shaft CS may rotate slightly due to the drag torque of the synchronizer and the vehicle may move. Therefore, the shift position without such a risk is limited to the P position.

As a result, if the shift position is not the P position in step ST1-3 (NO), the warm-up control is not performed. On the other hand, if the shift position is the P position (YES), it is determined whether or not all the shift stages of the second transmission mechanism GR2 are in the off-gear state (step ST1-4). The term "off-gear state" as used herein means a state in which the sleeves of the synchronizers 82 and 86 of each shift stage are in the neutral position and are not in-geared in any of the drive gears. As a result, if all the gears of the second transmission mechanism GR2 are not in the off-gear state, that is, if at least one of the gears is in the in-gear state (NO), the warm-up control is not performed. On the other hand, if all the gears of the second transmission mechanism GR2 are in the off-gear state (YES), the warm-up control is started (step ST1-5). Specifically, by releasing the first clutch C1 and engaging the second clutch C2, the secondary shaft SS (and the reverse shaft RVS) is forcibly rotated.

After that, it is determined whether or not a predetermined time t1 has elapsed from the start of the warm-up control (step ST1-6). The predetermined time t1 here can be determined, for example, based on the running state of the vehicle before and after the ignition on (starting) this time. In addition, the running state here includes the temperature of the hydraulic oil when the ignition is turned on this time, the vehicle speed distribution based on the running of the vehicle after the ignition is turned on this time, the cumulative running time of the vehicle after the ignition is turned on this time, and the ignition this time from the previous ignition off. It can include at least one of the elapsed time to turn on (soak time).

As a result, the warm-up control is continued until the predetermined time t1 elapses in step ST1-6 (NO), and when the predetermined time t1 elapses (YES), the warm-up control ends (step ST1-7). Specifically, the second clutch C2 that has been engaged until then is released. As a result, thereafter, the rotation of the engine output shaft 2a is not transmitted to the secondary shaft SS (and the reverse shaft RVS, the same applies hereinafter), and the rotation of the secondary shaft SS is stopped.

Here, the calculation of the cumulative traveling load value M1 described above will be described. FIG. 6 is a diagram showing the cumulative traveling load value in the running of the vehicle from the previous ignition on to the previous ignition off (running in one drive cycle), and the horizontal axis of the graph in the figure is from the previous ignition on (IG ON). The elapsed time t until the previous ignition off (IG OFF), and the vertical axis is the cumulative traveling load value M1 of the synchronizer. The cumulative traveling load value M1 of the synchronizer is calculated based on the differential rotation of the synchronizer (the differential rotation between the hub and blocking ring and the dog teeth of the drive gear) and the elapsed time in the state where the differential rotation occurs. Tooth. The differential rotation of the synchronizer is calculated from the detected value of the rotation axis sensor 35. Then, as described above, it is determined whether or not the warm-up control is performed depending on whether or not the cumulative traveling load value M1 is equal to or less than a predetermined value (threshold value) M0. That is, if the cumulative traveling load value M1 is equal to or less than a predetermined value (threshold value) M0 (L1), it can be determined that the drag torque of the hydraulic oil in the transmission 4 is large, so that warm-up control is executed while the cumulative traveling load is executed. When the value M1 is larger than the predetermined value (threshold value) M0 (L2), it can be determined that the drag torque of the hydraulic oil in the transmission 4 is small, so the warm-up control is not executed.

Next, another procedure for performing the above warm-up control will be described. FIG. 7 is a flowchart for explaining another procedure for performing warm-up control. The procedure shown in FIG. 7 is different from the procedure shown in FIG. 5 only in that step ST1-1 is changed to step ST1-1'of other contents, and the contents of the other steps are the same. .. That is, in the procedure of FIG. 5, it was determined in step ST1-1 whether or not the temperature T1 of the hydraulic oil at the time of the previous ignition off was equal to or lower than the predetermined value T0, whereas in the procedure shown in FIG. 7, it was determined. In step ST1-1', it is determined whether or not the drag torque Q1 of the synchronizer at the time of the previous ignition off is equal to or less than a predetermined value Q0 (Q1 ≦ Q0). The drag torque Q1 of the synchronizer here is the temperature of the hydraulic oil at the time of the previous ignition off, the outside air temperature, the temperature of the hydraulic oil at the time of the current ignition on, the outside air temperature, and the elapsed time from the previous ignition off to the current ignition on (soak). It is a value calculated based on time). For this drag torque Q1, for example, the drag torque estimation map for each soak state is prepared in advance based on the detection value (oil temperature) of the oil temperature sensor at the time of the previous ignition off, the detection value (outside air temperature) of the outside air temperature sensor, and the soak time. It can be created by verifying based on the actual operation of the transmission (actual machine verification), and can be a value calculated from the map.

Then, in step ST1-1'in FIG. 7, if the drag torque Q1 of the synchronizer calculated above is not equal to or less than the predetermined value Q0 (NO), the warm-up control is not performed and the drag torque Q1 is equal to or less than the predetermined value Q0. Warm-up control is performed only when (YES).

In the transmission 4 of the present embodiment, when the gear is in-geared in the traveling gear immediately after the vehicle is started, the hub of the synchronizer of the gear other than the gear (gear) in gear and the blocking ring and the gear are Due to the difference in rotation between the hub and the blocking ring and the dog teeth of the drive gear, a large resistance (so-called drag torque) is generated due to the frictional resistance of the hydraulic oil (lubricating oil). There are concerns. Further, when the viscosity of the hydraulic oil is high in a low temperature environment, the drag torque may become larger. Further, in the synchronizer of the in-gear shift stage (gear stage), the time required for the sleeve to separate the blocking ring or the dog after synchronization becomes long, and there is a concern that the time required for in-gear becomes long.

In particular, when the vehicle is in-geared in the reverse gear (reverse gear) while the vehicle is traveling forward, the hub and blocking ring of the synchronizer of the gears other than the in-gear gear (gear) rotate in the opposite direction to that in the forward travel. By doing so, the above-mentioned drag torque problem becomes remarkable.

In the structure of the transmission 4 of the present embodiment, the in-gear time of the reverse gear is mainly a problem as described above, but the in-gear time may be delayed due to the drag torque also in the in-gear time of the forward transmission stage. is there. For example, at the time of forward shifting, the synchronization of the synchronizer that lowers the rotation speed from higher than the rotation speed of the engine 2 (engine output shaft 2a) to a lower rotation speed and the rotation speed lower than the rotation speed of the engine 2 (engine output shaft 2a). There is synchronization of the synchronizer that raises the number of revolutions from the number to a higher number, but in general, the latter takes longer time for in-gear (synchronous engagement). Regarding the in-gear of the reverse gear, due to the structure of the transmission 4, the drag torque of the reverse synchronizer 85 having the reverse drive gear 60 that rotates in the reverse direction to the rotation of the engine 2 (engine output shaft 2a) tends to be relatively large. Therefore, here, this is listed as the main problem to be solved by the present invention.

Then, in the control device of the transmission 4 of the present embodiment, the warm-up control described above is carried out in order to deal with the above-mentioned problems. By implementing this warm-up control, the hub and blocking ring of the synchronous engagement device (synchronizer) of the transmission stage (gear stage) related to the drive gear other than the in-gear drive gear are forcibly rotated in advance. A rotational difference can be provided between the hub and blocking ring of the synchronizer and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission (particularly the hydraulic oil around the synchronizer) is agitated and generates heat (heat temperature). Due to the heat generation energy, the drag torque generated by the synchronizer can be reduced in advance. Therefore, the resistance due to the friction of the hydraulic oil generated inside the transmission can be reduced. Further, since the friction caused by the hydraulic oil can be reduced by raising the temperature of the hydraulic oil (lubricating oil), it is possible to improve the fuel efficiency of the vehicle. Further, by forcibly rotating the hub and blocking ring of the synchronizer of the shift stage (gear stage) related to the drive gear to be in-geared in advance, the in-gear time when the synchronizer in-gears the shift stage related to the drive gear. (Time required for in-gear) can be shortened.

In addition, a structure that improves the squeezing performance of the synchronizer in order to shorten the in-gear time after synchronization of the synchronizer (for example, changing the chamfer angle of the blocking ring, increasing the size of the synchronous engaging device, or It is not necessary to adopt a double cone type synchronous engagement device (such as). Therefore, it is possible to suppress the complexity of the structure of the synchronizer and the transmission 4, the increase in weight, the increase in cost, the increase in external dimensions, and the like.

In the warm-up control of the present embodiment, the drag torque generated by the synchronizer is particularly large in a low temperature environment. Therefore, when the soak is performed for a long time in a low temperature environment, the shift position switching operation (P →) performed after the ignition is turned on thereafter. The main purpose is to reduce the drag torque during in-gear in (shift position switching such as R → D or P → D → R). After the ignition is turned on, for example, if the driver of the vehicle makes a U-turn after traveling at a low vehicle speed within a few minutes, R will be affected by the drag torque associated with the switching of the shift position such as D → R → D. In-gear response delay may be noticeable. It is also conceivable that the response delay will affect the shift to the D position. Therefore, it can be expected that the warm-up control of the present embodiment is most effective when it is performed within a few minutes immediately after the vehicle is started after the soak.

Further, when the soak is performed again, if the outside air temperature is low, the drag torque of the synchronizer may increase again. Therefore, by monitoring the cumulative running load value before re-soaking and monitoring the re-soaking state (estimated from the outside temperature, time, etc.), it is possible to determine how much the drag torque of the synchronizer is. It is necessary to keep it.

In the transmission 4 of the present embodiment, the 1st speed driven gear 51 meshing with the 1st speed drive gear 41 fixed to the inner main shaft IMS in the 1st speed change mechanism GR1 passes through the 1st speed one-way clutch mechanism 81 to the counter shaft CS. It is connected to. The structure is such that the first-speed drive gear 41 cannot be completely off-geared by the first-speed one-way clutch mechanism 81. Therefore, the warm-up control cannot be performed by the first transmission mechanism GR1 (engagement of the first clutch C1), but can be performed only by the second transmission mechanism GR2 (engagement of the second clutch C2). However, although illustration and detailed description are omitted, instead of the configuration provided with the above-mentioned 1-speed one-way clutch mechanism 81, the 1-speed drive gear also has a structure provided with a synchronizer similar to the drive gears of other odd gears. As a result, if the 1st speed drive gear 41 is configured to be completely off-geared, the warm-up control of the present invention can be performed even with the first transmission mechanism GR1 (fastening of the first clutch C1). In that case, all the drive gears of the first transmission mechanism GR1 are turned off, and in that state, the first clutch C1 is engaged and the second clutch C2 is released. As a result, the inner main shaft IMS and the drive gear fixed to the inner main shaft IMS can be forcibly rotated to cause a rotation difference in the components of the synchronizer of the first transmission mechanism GR1. Further, in the transmission having this configuration, the drive gear of the first transmission mechanism GR1 and the drive gear of the second transmission mechanism GR2 are all off-geared, and in that state, both the first clutch C1 and the second clutch C2 are engaged. Therefore, it is also possible to perform the warm-up control of the present invention by both the first transmission mechanism GR1 and the second transmission mechanism GR2.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of claims and the technical ideas described in the specification and drawings. It is possible.

2 Engine (drive source)
2a Engine output shaft 3 Motor (drive source)
4 Transmission (automatic transmission)
5 Differential mechanism 6R, 6L Drive shaft 10 Electronic control unit (ECU: control means, timekeeping means)
20 Inverter 30 Battery 31 Accelerator pedal opening sensor 32 Brake pedal sensor 33 Shift position sensor (shift position detecting means)
34 Oil temperature sensor (oil temperature detecting means)
35 Rotation axis sensor (rotation difference detection means)
36 Outside air temperature sensor (outside air temperature detection means)
37 Ignition switch 41-49,60 Drive gear 50 Idle gear 51-54, 56, 58 Driven gear 55, 57, 59 Gear 81 1-speed one-way clutch mechanism 82 2-4-speed synchronizer (synchronous engagement device)
83 3-5 speed synchronizer (synchronous engagement device)
85 Reverse Synchronizer (Synchronous Engagement Device)
86 6-8 speed synchronizer (synchronous engagement device)
87 7-9 speed synchronizer (synchronous engagement device)
130 Synchro Hub 131 Hub Spline 140 Blocking Ring 140a Dog Tooth 145 Blocking Ring 145a Dog Tooth 150 Synchro Sleeve 151 Sleeve Spline C1 First Clutch (First Power Disconnection Means)
C2 Second clutch (second power disconnection / disconnection means)
CS counter shaft (output shaft)
GR1 1st transmission GR2 2nd transmission IMS inner main shaft (1st input shaft)
OMS outer main shaft OPS output shaft RVS reverse shaft SS secondary shaft (second input shaft)
WR, WL drive wheels

Claims (5)

A stepped transmission that shifts the rotation of the engine output shaft by the driving force of the drive source mounted on the vehicle and outputs it to the drive wheel side.
A control means for controlling shifting by the transmission and
An oil temperature detecting means for detecting the temperature of the hydraulic oil in the transmission, and
In a transmission control device equipped with an ignition switch for switching ignition on / off.
The transmission is
The first input shaft to which the rotation of the engine output shaft is transmitted via the first power disconnection means,
The second input shaft to which the rotation of the engine output shaft is transmitted via the second power disconnection means,
A plurality of first drive gears arranged on the first input shaft so as to be relatively rotatable and for shifting the rotation of the first input shaft,
A plurality of second drive gears arranged on the second input shaft so as to be relatively rotatable and for shifting the rotation of the second input shaft,
An output in which a plurality of driven gears meshing with the first drive gear or the second drive gear are fixed, and a speed-shifted driving force is output via the first drive gear or the second drive gear and the driven gear. Axis and
A first transmission mechanism including one or a plurality of synchronous engagement devices for selectively and synchronously coupling any one of the first drive gears to the first input shaft.
A second transmission mechanism including one or a plurality of synchronous engagement devices for selectively and synchronously coupling any one of the second drive gears to the second input shaft.
The control means is used as a warm-up control for warming up the transmission when the temperature of the hydraulic oil at the time of the previous ignition off is equal to or lower than a predetermined temperature.
In a state where none of the plurality of first drive gears is coupled to the first input shaft and the rotation of the output shaft is stopped, the first power disconnection / disconnection means is fastened to the first. Control to rotate one input shaft and
In a state where none of the plurality of second drive gears is coupled to the second input shaft and the rotation of the output shaft is stopped, the second power disconnection / disconnection means is fastened to the first. (Ii) A transmission control device characterized in that it controls the rotation of an input shaft and at least one of them. A stepped transmission that shifts the rotation of the engine output shaft by the driving force of the drive source mounted on the vehicle and outputs it to the drive wheel side.
A control means for controlling shifting by the transmission and
An oil temperature detecting means for detecting the temperature of the hydraulic oil in the transmission, and
An outside air temperature detecting means for detecting the outside air temperature of the vehicle and
An ignition switch that switches the ignition on and off, and
Timekeeping means to measure the elapsed time from the previous ignition off to the current ignition on
In the control device of the transmission equipped with
The transmission is
The first input shaft to which the rotation of the engine output shaft is transmitted via the first power disconnection means,
The second input shaft to which the rotation of the engine output shaft is transmitted via the second power disconnection means,
A plurality of first drive gears arranged on the first input shaft so as to be relatively rotatable and for shifting the rotation of the first input shaft,
A plurality of second drive gears arranged on the second input shaft so as to be relatively rotatable and for shifting the rotation of the second input shaft,
An output in which a plurality of driven gears meshing with the first drive gear or the second drive gear are fixed, and a speed-shifted driving force is output via the first drive gear or the second drive gear and the driven gear. Axis and
A first transmission mechanism including one or a plurality of synchronous engagement devices for selectively and synchronously coupling any one of the first drive gears to the first input shaft.
A second transmission mechanism including one or a plurality of synchronous engaging devices for selectively and synchronously coupling any one of the second drive gears to the second input shaft.
The control means is used as a warm-up control for warming up the transmission.
In a state where none of the plurality of first drive gears is coupled to the first input shaft and the rotation of the output shaft is stopped, the first power disconnection / disconnection means is fastened to the first. Control to rotate one input shaft and
The second power disconnection / disconnection means is fastened in a state where none of the plurality of second drive gears is coupled to the second input shaft and the rotation of the output shaft is stopped. a control for rotating the two-input shaft, have lines at least one of,
The control means is based on the temperature and outside air temperature of the hydraulic oil at the time of the previous ignition off, the temperature and outside air temperature of the hydraulic oil at the time of the current ignition on, and the elapsed time from the previous ignition off to the current ignition on. A transmission control device characterized in that it determines whether or not to perform warm-up control. A rotation difference detecting means for detecting a rotation difference of a member that rotates relative to each other in the synchronous engaging device is provided.
The control means calculates a cumulative running load value based on the rotation difference of the synchronous engaging device in the running of the vehicle from the previous ignition on to the previous ignition off, and when the cumulative running load value is equal to or less than a predetermined value. The control device for a transmission according to claim 1 or 2, wherein the warm-up control is executed. When the warm-up control is executed, the control means includes the temperature of the hydraulic oil at the time of ignition on this time, the vehicle speed distribution based on the running of the vehicle after the ignition is turned on this time, the cumulative running time, and the period from the previous ignition off to the ignition on this time. The control device for a transmission according to any one of claims 1 to 3, wherein the duration for continuing the warm-up control is determined based on at least one of the elapsed times. A parking lock mechanism that can operate between a regulated state that regulates the rotation of the output shaft and a released state that releases the regulated state.
The shift position has a traveling position in which the output shaft and the driving wheels are driven by the driving source to drive the vehicle, and a parking position in which the parking lock mechanism is set to the regulated state when the parking lock condition is satisfied. , A shift position switching means for selectively switching between the traveling position and the parking position,
A shift position detecting means for detecting the shift position is provided.
The control device according to any one of claims 1 to 4, wherein the control device executes the warm-up control when the shift position detected by the shift position detecting means is the parking position. The control device for the transmission described.