JP7264035B2 - vehicle transmission - Google Patents

Description

The present invention relates to a control device for a vehicle transmission having a dog clutch.

a main shaft, a drive shaft arranged parallel to the main shaft, a plurality of gear pairs provided between the main shaft and the drive shaft, and a dog clutch for connecting and disconnecting power transmission of the plurality of gear pairs. is known. The transmission disclosed in Patent Document 1 is one of them. In such a vehicle transmission, the relative rotation position (relative rotation angle) between the rotation angle of the main shaft obtained by the rotation angle sensor and the rotation angle of the drive shaft obtained by the rotation angle sensor. Based on this, the shift operation in the shift transition period is controlled.

JP 2014-206233 A

By the way, in a vehicle transmission, since torsion occurs in the parts to which torque is applied to the main shaft and the drive shaft, when calculating the relative rotational position between the main shaft and the drive shaft, the rotational axis caused by the torsion of the shafts Errors in the relative rotational position also occur due to deviations in the sensor values of the sensors. As a result, during the transition period when the dog clutch is operated during gear shifting, there is a risk that the drive dog and the driven dog of the dog clutch will collide due to the error in the relative rotational position, causing shock and abnormal noise.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its object is to provide a vehicular transmission equipped with a dog clutch. An object of the present invention is to provide a control device capable of suppressing deviation from the rotation angle.

The gist of the first invention is (a) a dog clutch provided on a power transmission path between a driving force source and a drive wheel, and a driving side for detecting a rotation angle of a driving dog constituting the dog clutch. a rotation angle sensor; a driven side rotation angle sensor for detecting a rotation angle of a driven dog constituting the dog clutch; a control device for calculating a relative rotational position between the driving dog and the driven dog based on the rotation angle of the driving dog detected by the driven side rotation angle sensor and the rotation angle of the driven dog detected by the driven side rotation angle sensor; (b) when the control device calculates the relative rotational position, (b1) the rotation angle detected by the driving side rotation angle sensor and the driven side rotation angle (b2) When the drive-side rotation angle sensor is provided upstream of the dog clutch on the power transmission path, the vehicular gear shift sensor corrects the rotation angle detected by the sensor. The rotation angle detected by the drive -side rotation angle sensor is corrected to a decreasing side by a correction amount that increases as the torque input to the gear increases , while the drive-side rotation angle sensor is adjusted to the power transmission path. , the rotation angle detected by the drive-side rotation angle sensor is increased by a correction amount that increases as the torque input to the vehicle transmission increases. (b3) when the driven side rotation angle sensor is provided upstream of the dog clutch on the power transmission path, the torque input to the vehicle transmission is The rotation angle detected by the driven-side rotation angle sensor is corrected to a decreasing side by a correction amount that increases as the amount increases, while the driven-side rotation angle sensor is located downstream of the dog clutch on the power transmission path. is provided, the rotation angle detected by the driven side rotation angle sensor is corrected to the increase side by a correction amount that increases as the torque input to the vehicle transmission increases. and

According to the control device for a vehicle transmission of the first invention, when the driving side rotation angle sensor is provided upstream of the dog clutch on the power transmission path, the torque input to the vehicle transmission The rotation angle of the driving dog detected by the driving side rotation angle sensor is corrected to the decreasing side by a correction amount that increases as When provided, the rotation angle of the drive dog detected by the drive side rotation angle sensor is corrected to increase by a correction amount that increases as the torque input to the vehicle transmission increases. A deviation between the rotation angle of the drive dog detected by the drive-side rotation angle sensor and the actual rotation angle of the drive dog is suppressed.
Further, when the driven side rotation angle sensor is provided on the upstream side of the dog clutch on the power transmission path, the driven side rotation angle sensor is corrected by a correction amount that increases as the torque input to the vehicle transmission increases. While the rotation angle of the driven dog detected by the rotation angle sensor is corrected to decrease, if the driven side rotation angle sensor is provided downstream of the dog clutch on the power transmission path, the vehicle By correcting the rotation angle of the driven dog detected by the driven side rotation angle sensor to the increase side with a correction value that increases as the torque input to the transmission increases, A deviation between the detected rotation angle of the driven dog and the actual rotation angle of the driven dog is suppressed.
As a result , the detection accuracy of the rotation angle of the driving dog and the rotation angle of the driven dog is improved, so that collision between the driving dog and the driven dog can be suppressed, for example, during the connecting/disconnecting transition period of the dog clutch.

1 is a skeleton diagram for explaining the overall structure of a vehicle transmission to which the present invention is applied; FIG. FIG. 2 is a functional block diagram for explaining an input/output system of an electronic control device that executes various controls of a vehicle transmission and a control function of the electronic control device; FIG. 4 is a diagram showing a state of transmission of torque of the vehicle transmission while the vehicle is running with the vehicle transmission shifted to the third gear. FIG. 5 is a diagram showing the relationship between the rotation angle of a drive dog detected by a drive-side rotation angle sensor and the correction amount for each gear. It is an example of a torsion correction amount map of a correction amount (correction angle) by torque for each gear stage. FIG. 4 is a diagram showing the influence of torque when the vehicle transmission is upshifted from 3rd gear to 4th gear. FIG. 4 is a diagram showing the influence of torque when the vehicle transmission is downshifted from 3rd gear to 2nd gear. 4 is a flow chart for explaining the main part of the control operation of the electronic control unit, showing the rotation angle of the drive dog detected by the drive side sensor and the actual drive according to the torque input to the vehicle transmission during running; 5 is a flow chart for explaining a control operation for suppressing the deviation from the rotation angle of the dog and the deviation between the rotation angle of the driven dog detected by the driven side sensor and the actual rotation angle of the driven dog. FIG. 6 is a skeleton diagram for explaining the structure of a vehicle transmission according to another embodiment of the present invention; FIG. 10 is a diagram showing a torque transmission state during running with the vehicle transmission of FIG. 9 shifted to 3rd gear. FIG. 5 is a diagram showing the relationship between the rotation angle of a driven dog detected by a driven side rotation speed sensor and the correction amount for each gear. FIG. 10 is a diagram showing the influence of torque when the vehicle transmission of FIG. 9 is upshifted from 3rd gear to 4th gear; FIG. 5 is a diagram showing a relationship between torque and a learned value of a relative rotational position in a meshed state in a predetermined gear; FIG. 5 is a diagram for explaining a method of obtaining a relative rotational position according to torque based on a formula calculated using two learned points;

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, etc. of each part are not necessarily drawn accurately.

FIG. 1 is a skeleton diagram for explaining the overall structure of a vehicle transmission 10 to which the present invention is applied. Vehicle transmission 10 forms part of a power transmission path between engine 12 and driving wheels 14 . Power output from the engine 12 is transmitted to the drive wheels 14 via the vehicle transmission 10 and the like. In addition, power is the same as torque and force unless otherwise specified.

The engine 12 is a driving force source for running the vehicle, and is a known internal combustion engine such as a gasoline engine or a diesel engine.

The vehicle transmission 10 is a parallel twin-shaft type stepped transmission that reduces or accelerates the rotation of the engine 12 at a predetermined gear ratio γ to establish a plurality of gear stages (for example, five stages). The vehicle transmission 10 includes an input shaft 16 to which power from an engine 12 is input, and an output shaft 18 arranged parallel to the input shaft 16 . The output shaft 18 is connected to the drive wheels 14 so as to be able to transmit power.

The vehicle transmission 10 has a first gear pair 20, a fourth gear pair 22, a third gear pair 24, and a second gear pair in order from the engine 12 toward the driving wheels 14 in the axial direction of the input shaft 16. 26, and fifth gear pair 28. Since the input shaft 16 and the output shaft 18 are arranged parallel to each other, the axial direction of the input shaft 16 is substantially the same as the axial direction of the output shaft 18 .

The first-speed gear pair 20 includes a first-speed drive gear 20a and a first-speed driven gear 20b that meshes with the first-speed drive gear 20a. The first-speed drive gear 20a is fixed to the input shaft 16 so as not to rotate relative to it. The first-speed driven gear 20b is provided on the output shaft 18 so as to be relatively rotatable. By configuring the first gear pair 20 as described above, when the input shaft 16 rotates, the rotation is transmitted to the first driven gear 20b via the first drive gear 20a.

The 4th speed gear pair 22 is composed of a 4th speed drive gear 22a and a 4th speed driven gear 22b that meshes with the 4th speed drive gear 22a. The fourth-speed drive gear 22a is fixed to the input shaft 16 so as not to rotate relative to it. The fourth-speed driven gear 22b is provided on the output shaft 18 so as to be relatively rotatable. By configuring the 4th speed gear pair 22 as described above, when the input shaft 16 rotates, the rotation is transmitted to the 4th speed driven gear 22b via the 4th speed drive gear 22a.

The third-speed gear pair 24 is composed of a third-speed drive gear 24a and a third-speed driven gear 24b that meshes with the third-speed drive gear 24a. The third speed drive gear 24a is fixed to the input shaft 16 so as not to rotate relative to it. The third-speed driven gear 24b is provided on the output shaft 18 so as to be relatively rotatable. By configuring the 3rd speed gear pair 24 as described above, when the input shaft 16 rotates, the rotation is transmitted to the 3rd speed driven gear 24b via the 3rd speed drive gear 24a.

The second-speed gear pair 26 is composed of a second-speed drive gear 26a and a second-speed driven gear 26b that meshes with the second-speed drive gear 26a. The second speed drive gear 26a is fixed to the input shaft 16 so as not to rotate relative to it. The second-speed driven gear 26b is provided on the output shaft 18 so as to be relatively rotatable. By configuring the second speed gear pair 26 as described above, when the input shaft 16 rotates, the rotation is transmitted to the second speed driven gear 26b via the second speed drive gear 26a.

The fifth-speed gear pair 28 is composed of a fifth-speed drive gear 28a and a fifth-speed driven gear 28b that meshes with the fifth-speed driven gear 28b. The fifth-speed drive gear 28a is fixed to the input shaft 16 so as not to rotate relative to it. The fifth-speed driven gear 28b is provided on the output shaft 18 so as to be relatively rotatable. By configuring the fifth-speed gear pair 28 as described above, when the input shaft 16 rotates, the rotation is transmitted to the fifth-speed driven gear 28b via the fifth-speed drive gear 28a.

A first dog clutch 30 is provided on the output shaft 18 between the first-speed driven gear 20b and the fourth-speed driven gear 22b in the axial direction of the output shaft 18 . The first dog clutch 30 includes a first-speed drive dog 30a integrally provided with the first-speed driven gear 20b and a fourth-speed drive dog 30b integrally provided with the fourth-speed driven gear 22b. and a 1st-4th gear driven dog 30c (hereinafter referred to as driven dog 30c) provided so as to be relatively non-rotatable and relatively movable in the axial direction with respect to the output shaft 18, 1st speed drive dog 30a, 4th speed drive dog 30b and driven dog 30c are switched to be engaged or disconnected. The first dog clutch 30 corresponds to the dog clutch of the present invention, the 1st speed driving dog 30a and the 4th speed driving dog 30b correspond to the driving dogs of the present invention, and the 1st-4th speed driven dog 30c corresponds to the present invention. driven dog.

The first dog clutch 30 is provided on a power transmission path between the engine 12 and the drive wheels 14, and is provided between the first-speed driven gear 20b and the output shaft 18 or between the fourth-speed driven gear 22b and the output shaft 18. , are detachably provided. For example, when the driven dog 30c is moved relative to the output shaft 18 toward the 1st-speed driven gear 20b, the 1st-speed driving dog 30a and the driven dog 30c are meshed with each other, whereby the 1st gear 1st is set. be established. At this time, the 1st-speed driven gear 20b is connected to the output shaft 18 via the first dog clutch 30, and the input shaft 16 and the output shaft 18 are connected via the 1st-speed gear pair 20 so that power can be transmitted. Further, when the driven dog 30c is moved relative to the output shaft 18 toward the fourth-speed driven gear 22b, the fourth-speed driving dog 30b and the driven dog 30c mesh with each other, whereby the fourth-speed gear stage 4th is set. be established. At this time, the 4th speed driven gear 22b is connected to the output shaft 18 via the first dog clutch 30, and the input shaft 16 and the output shaft 18 are connected via the 4th speed gear pair 22 so as to be able to transmit power. The first dog clutch 30 shown in FIG. 1 is in a power transmission cutoff state (neutral state) in which the driven dog 30c does not mesh with either the 1st speed driving dog 30a or the 4th speed driving dog 30b.

A second dog clutch 32 is provided on the output shaft 18 at a position adjacent to the third-speed driven gear 24b in the axial direction of the output shaft 18 . The second dog clutch 32 cannot rotate relative to the output shaft 18, but can move relative to the output shaft 18 in the axial direction. and a 3rd speed driven dog 32b (hereinafter referred to as a driven dog 32b) that can be provided, and the engagement state of the 3rd speed driving dog 32a and the 3rd speed driven dog 32b is switched. It is designed to be connected and disconnected by The second dog clutch 32 corresponds to the dog clutch of the present invention, the driving dog 32a for 3rd speed corresponds to the driving dog of the present invention, and the driven dog 32b for 3rd speed corresponds to the driven dog of the present invention. .

The second dog clutch 32 is provided on a power transmission path between the engine 12 and the drive wheels 14, and is provided so as to be connectable/disconnectable between the third-speed driven gear 24b and the output shaft 18. As shown in FIG. For example, when the driven dog 32b is moved relative to the output shaft 18 toward the 3rd-speed driven gear 24b, the 3rd-speed driving dog 32a and the driven dog 32b are meshed with each other, whereby the 3rd-speed gear stage 3rd is set. be established. At this time, the third-speed driven gear 24b is connected to the output shaft 18 via the second dog clutch 32, and the input shaft 16 and the output shaft 18 are connected via the third-speed gear pair 24 so as to be capable of power transmission. It should be noted that the second dog clutch 32 shown in FIG. 1 shows a power transmission interrupted state (neutral state) in which the third speed drive dog 32a and the driven dog 32b do not mesh.

A third dog clutch 34 is provided on the output shaft 18 between the second driven gear 26b and the fifth driven gear 28b in the axial direction of the output shaft 18. As shown in FIG. The third dog clutch 34 includes a second-speed drive dog 34a integrally provided with the second-speed driven gear 26b and a fifth-speed drive dog 34b integrally provided with the fifth-speed driven gear 28b. 2nd-5th gear driven dog 34c (hereinafter referred to as driven dog 34c) provided so as to be non-rotatable relative to the output shaft 18 and relatively movable in the axial direction with respect to the output shaft 18, The 2nd speed driving dog 34a, the 5th speed driving dog 34b, and the driven dog 34c are switched so that they are connected and disconnected by switching the meshing state. The third dog clutch 34 corresponds to the dog clutch of the present invention, the 2nd speed driving dog 34a and the 5th speed driving dog 34b correspond to the driving dogs of the present invention, and the 2nd-5th speed driven dog 34c corresponds to the present invention. driven dog.

The third dog clutch 34 is provided on a power transmission path between the engine 12 and the drive wheels 14, and is provided between the second driven gear 26b and the output shaft 18 or between the fifth driven gear 28b and the output shaft 18. , are detachably provided. For example, when the driven dog 34c is moved relative to the output shaft 18 toward the second-speed driven gear 26b, the second-speed driving dog 34a and the driven dog 34c are engaged with each other, thereby shifting the second-speed gear 2nd. be established. At this time, the second-speed driven gear 26b is connected to the output shaft 18 via the third dog clutch 34, and the input shaft 16 and the output shaft 18 are connected via the second-speed gear pair 26 so as to be able to transmit power. Further, when the driven dog 34c is moved relative to the output shaft 18 toward the fifth-speed driven gear 28b, the fifth-speed drive dog 34b and the driven dog 34c are engaged with each other, whereby the fifth-speed gear stage 5th is set. be established. At this time, the fifth-speed driven gear 28b is connected to the output shaft 18 via the third dog clutch 34, and the input shaft 16 and the output shaft 18 are connected via the fifth-speed gear pair 28 so that power can be transmitted. The third dog clutch 34 shown in FIG. 1 is in a power transmission cutoff state (neutral state) in which the driven dog 34c does not mesh with either the 2nd speed driving dog 34a or the 5th speed driving dog 34b.

Each of the first dog clutch 30 to the third dog clutch 34 is a seamless clutch in which torque is not cut off during a transitional period of engagement and disengagement of the dogs (that is, a transitional period of speed change). Note that the seamless type clutch is a well-known technology, and therefore the description thereof is omitted.

Annular recessed grooves 36a to 36c are formed in outer peripheral portions of the driven dogs 30c, 32b, and 34c of the first to third dog clutches 30 to 34, respectively. Shift forks 38a to 38c are fitted in the grooves 36a to 36c, respectively. Further, each shift fork 38a-38c engages with a shift groove 42a-42c formed in the barrel 40, respectively. With the above configuration, when the barrel 40 rotates, the shift forks 38a-38c are moved in the axial direction of the output shaft 18 along the shapes of the shift grooves 42a-42c. In conjunction with this, the driven dogs 30c, 32b, 34c fitted with the shift forks 38a to 38c are moved in the axial direction of the output shaft 18. As shown in FIG. As a result, the driven dogs 30c, 32b, and 34c are moved in the axial direction of the output shaft 18, so that the vehicle transmission 10 is shifted.

Here, although not shown accurately in FIG. 1, when the barrel 40 rotates in one direction, the speed is sequentially increased from the first gear stage 1st to the fifth gear stage 5th, and the barrel 40 rotates in the other direction. The groove shapes of the shift grooves 42a to 42c are formed so that the gears are sequentially downshifted from the 5th gear stage 5th toward the 1st gear stage 1st. Note that the barrel 40 is rotationally driven by an electric motor 44 .

When it is determined that the vehicular transmission 10 should shift, the driving dog and the driven dog are rotated based on the relative rotation position θdog, which is the relative rotation angle between the driving dog and the driven dog corresponding to the destination gear. The dogs are engaged with each other at a timing at which collision with the drive dog does not occur. The rotation angle θdog1 of the driving dog is detected by a drive-side rotation angle sensor 46 (hereinafter referred to as the drive-side sensor 46) provided on the input shaft 16, and the rotation angle θdog2 of the driven dog is detected by the output shaft 18. is detected by a driven-side rotation angle sensor 48 (hereinafter referred to as a driven-side sensor 48). Note that the gear ratio of the gear pair is considered for the rotation angle θdog1 of the drive dog. A relative rotational position θdog between the driving dog and the driven dog is calculated from the rotation angle θdog1 of the driving dog detected by the driving side sensor 46 and the rotation angle θdog2 of the driven dog detected by the driven side sensor 48. .

By the way, the relative rotational position θdog between the driving dog and the driven dog is calculated based on the rotation angle θdog1 of the driving dog detected by the driving side sensor 46 and the rotation angle θdog2 of the driven dog detected by the driven side sensor 48. However, the torque transmitted to the vehicle transmission 10 twists the input shaft 16 and the output shaft 18 . Due to the torsion of the input shaft 16 and the output shaft 18, the rotation angles θdog1 and θdog2 of the driving dog and the driven dog detected by the respective sensors 46 and 48 and the actual rotation angles θdog1 and θdog2 of the driving dog and the driven dog There is a gap between Due to this deviation, there is a risk that the driving dog and the driven dog will collide with each other during the transitional period of engagement and disengagement of the dog clutch, that is, the transitional period of gear shift of the vehicle transmission 10, causing shock and abnormal noise. In order to solve this problem, the rotation angle θdog1 of the driving dog detected by the driving sensor 46 and the rotation angle θdog2 of the driven dog detected by the driven sensor 48 are corrected as described later. To eliminate deviations between the rotation angles θdog1, θdog2 detected by the respective sensors 46, 48 and the actual dog rotation angles θdog1, θdog2.

FIG. 2 is a functional block diagram for explaining an input/output system of an electronic control unit 50 that executes various controls of the vehicle transmission 10 and control functions of the electronic control unit 50. As shown in FIG. The electronic control unit 50 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. Shift control of the vehicle transmission 10 is executed by signal processing.

The electronic control unit 50 receives, for example, a signal representing the rotation angle θi of the input shaft 16 detected by the drive-side sensor 46 and the input shaft rotation speed Ni, the rotation angle θo of the output shaft 18 detected by the driven-side sensor 48 and A signal representing the output shaft rotation speed No, a signal representing the rotation angle θe of the crankshaft detected by the engine rotation sensor 52 and the engine rotation speed Ne, and an accelerator pedal operation amount detected by the accelerator opening sensor 54. A signal representing the angle θacc, a signal representing the throttle valve opening θth detected by the throttle valve opening sensor 56, a signal representing the rotation angle θbrl of the barrel 40 detected by the rotation angle sensor 58, and the like are input. The rotation angle θo of the output shaft 18 detected by the driven side sensor 48 has the same value as the rotation angle θdog2 of the driven dog. Further, by multiplying the rotation angle θi of the input shaft 16 detected by the drive-side sensor 46 by the gear ratio of each gear pair corresponding to each gear stage, the rotation angle θdog1 of the drive dog is calculated.

A driving signal Sm for controlling the electric motor 44 that controls the rotation angle θbrl of the barrel 40 is output from the electronic control unit 50 .

The electronic control unit 50 functionally includes a shift control section 70 that executes shift control of the vehicle transmission 10 . When the shift control unit 70 determines to shift to a predetermined gear based on, for example, the accelerator opening θacc and the vehicle speed V, the shift control unit 70 shifts the barrel 40 to the predetermined gear in order to shift the vehicle transmission 10 to the predetermined gear. Rotate up to the rotation angle θbrl corresponding to the step. Note that the rotation angle θbrl of the barrel 40 for each gear is learned and stored in the storage unit 74, for example, when the vehicle is shipped.

The shift control unit 70 determines the rotation angle θdog1 of the driving dog of the dog clutch that establishes the predetermined gear based on the rotation angle θi of the input shaft 16 detected by the drive-side sensor 46 during the shift transition period to the predetermined gear. is detected (calculated) at any time, and the rotation angle θdog2 of the driven dog of the dog clutch that establishes a predetermined gear is detected at any time based on the rotation angle θo of the output shaft 18 detected by the driven side sensor 48. Further, the shift control unit 70 calculates the relative rotational position θdog from the rotational angle θdog1 of the driving dog and the rotational angle θdog2 of the driven dog which are detected at any time during the shift transition period, and based on the calculated relative rotational position θdog. , determine the timing at which the driving dog and the driven dog are properly meshed. Specifically, the range of the relative rotational position θdog in which the driving dog and the driven dog are normally meshed is learned in advance, and when the relative rotational position θdog is within that range, the timing at which the driving dog and the driven dog are meshed is determined. is determined. When the relative rotational position θdog falls within the range, the shift control unit 70 determines that it is time for the driving dog and the driven dog to mesh normally, and rotates the barrel 40 in the direction in which the driving dog and the driven dog mesh. The driving dog and the driven dog are meshed. The range of the relative rotational position θdog where the driving dog and the driven dog mesh with each other is learned, for example, when the vehicle is shipped.

Here, when torque is transmitted to the vehicle transmission 10, the input shaft 16 is twisted. For the sake of distinction, the sign of the actual rotation angle of the driving dog is θdog1r). In addition, since the first dog clutch 30 to the third dog clutch 34 are seamless clutches that do not lose torque during the shift transition period, they are loaded with torque even during the shift transition period, and are not affected by this torque. becomes.

The sensor detection value correcting unit 72 corrects the rotation angle θdog1 of the drive dog detected by the drive-side sensor 46 in accordance with the torque transmitted to the vehicle transmission 10, thereby obtaining the actual rotation angle θdog1r of the drive dog. Suppress the deviation from

In the vehicle transmission 10, a drive-side sensor 46 for detecting the rotation angle θdog1 of the drive dog is located upstream of the dog clutches (the first dog clutch 30 to the third dog clutch 34) on the torque transmission path for each gear stage. (that is, the engine 12 side). When the driving side sensor 46 is provided at such a position, when torque is transmitted from the engine 12 side to the vehicle transmission 10, the rotation angle θdog1 of the driving dog detected by the driving side sensor 46 is actually becomes a large value compared to the rotation angle θdog1r of the driving dog of .

Considering the above, when the driving side sensor 46 is provided upstream of each dog clutch on the power transmission path for each gear stage of the vehicle transmission 10, the sensor detection value correction unit 72 As the torque transmitted to the power transmission path of the transmission 10 increases, the rotation angle θdog1 of the driving dog detected by the driving side sensor 46 is corrected to decrease.

Here, the torque transmitted to the vehicle transmission 10 corresponds to engine torque Te, which is the input torque input from the engine 12 to the vehicle transmission 10 . As the engine torque Te increases, the torsion of the input shaft 16 constituting the power transmission path also increases accordingly. In order to offset the torsion of the input shaft 16, which increases in proportion to the engine torque Te, the larger the engine torque Te, the larger the rotation angle correction amount. Note that the engine torque Te is calculated at any time based on the accelerator opening θacc, the engine rotation speed Ne, and the like.

FIG. 3 shows the state of transmission of torque (substantially engine torque Te) of the vehicle transmission 10 while the vehicle is running with the vehicle transmission 10 shifted to the third gear stage 3rd. 3, the barrel 40 and the like shown in FIG. 1 are omitted. Also, the engine 12, drive wheels 14, etc. are omitted. In FIG. 3, the dashed arrow indicates a torque transmission path through which torque is transmitted when the gear is shifted to the third gear 3rd. As shown in FIG. 3, the 3rd gear stage 3rd is established by meshing the 3rd gear drive dog 32a and the 3rd gear driven dog 32b. Torque is transmitted downstream (drive wheel 14 side).

The rotation angle θdog1 of the 3rd speed driving dog 32a is detected by the driving side sensor 46, and the driving side sensor 46 is detected on the upstream side (engine 12 side) of the 3rd speed driving dog 32a on the torque transmission path indicated by the dashed line. , the input shaft 16 forming the power transmission path between the drive-side sensor 46 and the third-speed drive dog 32a is twisted by the torque. That is, the portion of the input shaft 16 enclosed by the dashed line in FIG. The rotation angle .theta.dog1 of the 3rd speed driving dog 32a, which is set to 3rd speed, becomes larger than the actual rotation angle .theta.dog1r of the 3rd speed driving dog 32a. In order to eliminate the influence of this torsion, the sensor detection value correction unit 72 corrects the rotation angle θdog1 of the 3rd speed drive dog 32a detected by the drive sensor 46 to decrease.

On the other hand, the rotation angle .theta.dog2 of the driven dog 32b for 3rd speed is detected by the driven side sensor 48, which is located outside the torque transmission path indicated by the dashed line. Therefore, no torsion occurs in the output shaft 18 connecting between the driven side sensor 48 and the 3rd speed driven dog 32b. 18, the rotation angle .theta.dog2 of the 3rd speed driven dog 32b detected by the driven side sensor 48 is not corrected.

FIG. 3 shows a case where the vehicle transmission 10 is shifted to the third gear stage 3rd as one aspect, but the other gear stages are similarly corrected. Here, even if the magnitude of the torque transmitted to the vehicle transmission 10 is the same, the amount of torsion of the input shaft 16 differs depending on the shifted gear stage. Specifically, the torsion of the input shaft 16 increases as the gear position in which the gear pair is provided at a position farther from the drive-side sensor 46 in the axial direction of the input shaft 16 . FIG. 4 is a diagram showing the relationship between the rotation angle θdog1 of the drive dog detected by the driving sensor 46 and the correction amount (correction angle) of the rotation angle for each gear stage. 4, the magnitude of the torque transmitted to the vehicle transmission 10 is the same value. As shown in FIG. 4 , the gear position in which the gear pair is located further away from the drive-side sensor 46 in the axial direction of the input shaft 16 has a larger rotation angle correction amount toward the decreasing side. This is because, as described above, the torsion due to the torque of the input shaft 16 increases as the gear pair is positioned farther from the drive-side sensor 46 in the axial direction of the input shaft 16 .

In consideration of these, a correction amount map based on torque for each gear stage is created in advance and stored in the storage unit 74 . FIG. 5 is an example of a correction amount map used when calculating the rotation angle correction amount (correction angle) by torque for each gear stage. In FIG. 5 , vertical columns correspond to gear stages, and horizontal columns correspond to torque input to vehicle transmission 10 . As shown in FIG. 5, a rotation angle correction amount (correction angle) corresponding to the torque input to the vehicle transmission 10 is stored as a correction amount map for each gear stage. This correction amount map is created based on the amount of torsion detected in advance by experiment, or based on the amount of torsion analytically obtained from the structure (shape) and material of the vehicle transmission 10, and the like.

The sensor detection value correcting unit 72 applies the current gear position and the torque (engine torque Te) input to the vehicle transmission 10 to the correction amount map to calculate the correction amount of the rotation angle, The rotation angle .theta.dog1 of the drive dog detected by 46 is corrected to the decreasing side by the calculated correction amount. By correcting the rotation angle θdog1 of the drive dog detected by the drive-side sensor 46 in this manner, the difference between the rotation angle θdog1 of the drive dog detected by the drive-side sensor 46 and the actual rotation angle θdog1r of the drive dog Displacement is suppressed. Note that in FIG. 5, the correction amount is set for each 100 Nm, but the torque width is appropriately set. Further, when the correction amount map is applied to the actual torque, the correction amount is approximately calculated based on the correction amount map by using an interpolation method or the like.

In the above description, the case where the vehicular transmission 10 is shifted to a predetermined gear is described. It is necessary to accurately grasp the relative rotational position θdog with the dog. In particular, since the first dog clutch 30 to the third dog clutch 34 are clutches on the seamless side in which torque is not cut off even during a shift transition period, twisting of the rotating shaft (input shaft 16, output shaft 18) occurs due to torque transmission. Also in the shift transition period, a deviation occurs between the rotation angle θdog1 of the drive dog detected by the driving side sensor 46 and the actual rotation angle θdog1r of the drive dog. The sensor detection value correcting unit 72 corrects the rotation angle θdog1 of the drive dog constituting the gear pair corresponding to the destination gear, which is detected by the driving side sensor 46 in the shift transition period of the vehicle transmission 10, to the vehicle. Correction is made as appropriate according to the magnitude of the torque transmitted to the transmission 10 for the vehicle.

FIG. 6 shows the influence of torque when the vehicle transmission 10 is upshifted from the 3rd gear stage 3rd to the 4th gear stage 4th. When shifting from the 3rd gear 3rd to the 4th gear 4th, the 4th speed driving dog 30b and the 1st-4th driven dog 30c (hereinafter referred to as the driven dog 30c) in the shift transition period. It is necessary to accurately grasp the relative rotational position θdog between. The rotation angle .theta.dog1 of the driving dog 30b for 4th speed is detected by the driving side sensor 46, and the rotation angle .theta.dog2 of the driven dog 30c is detected by the driven side sensor 48. FIG. Here, immediately before shifting to the fourth gear stage 4th, the third gear stage 3rd is established, and torque is transmitted to the third gear pair 24 side. At this time, the portion surrounded by the dashed line (sensor affected portion) in the torque transmission path through which torque is transmitted between the drive-side sensor 46 and the fourth-speed drive dog 30b, that is, the portion of the input shaft 16 surrounded by the dashed line. Torsion due to torque occurs at . The sensor detection value correction unit 72 considers the torsion of the input shaft 16 at the portion surrounded by the dashed line (sensor affected portion), and adjusts the torque and rotation angle corresponding to the 4th gear 4th in the correction amount map of FIG. Based on the relationship with the correction amount, the rotation angle θdog1 of the 4th gear drive dog 30b detected by the drive side sensor 46 is corrected. On the other hand, no torque is transmitted to the output shaft 18 that connects the driven side sensor 48 and the driven dog 30c, and there is no torsion effect between the driven side sensor 48 and the driven dog 30c. The rotation angle θdog2 of the driven dog 30c detected by the driven side sensor 48 is not corrected.

FIG. 7 shows the influence of torque when the vehicle transmission 10 is downshifted from the third gear stage 3rd to the second gear stage 2nd. When shifting from the 3rd gear 3rd to the 2nd gear 2nd, the relative rotational position between the 2nd speed drive dog 34a and the 2nd-5th speed driven dog 34c (hereinafter referred to as the driven dog 34c) It is necessary to know θdog accurately. The rotation angle .theta.dog1 of the driving dog 34a for 2nd speed is detected by the driving side sensor 46, and the rotation angle .theta.dog2 of the driven dog 34c is detected by the driven side sensor 48. FIG. Here, immediately before shifting to the second gear stage 2nd, the third gear stage 3rd is established, and torque is transmitted to the third gear pair 24 . At this time, torque causes torsion in a portion surrounded by a broken line (sensor affected portion) where torque is transmitted on the input shaft 16 connecting the driving side sensor 46 and the 2nd speed drive dog 34a. The sensor detection value correction unit 72 considers the torsion of the input shaft 16 at the portion surrounded by the dashed line, and calculates the relationship between the torque corresponding to the third gear stage 3rd and the correction amount of the rotation angle in the correction amount map of FIG. , the rotation angle .theta.dog1 of the 2nd speed drive dog 34a detected by the drive sensor 46 is corrected.

Further, as shown in FIG. 7, in the torque transmission path indicated by the dashed line through which torque is transmitted when the third gear stage 3rd of the vehicle transmission 10 is established, the third gear stage for establishing the second gear stage 2nd is shown. A dog clutch 34 is provided on the downstream side (driving wheel 14 side) of the second dog clutch 32 for establishing the third gear stage 3rd. On the output shaft 18, a second gear pair 26 (second driven gear 26b) for establishing the second gear 2nd and a third gear pair 24 (third driven gear 26b) for establishing the third gear 3rd are provided. 24b) on the downstream side (drive wheel 14 side). At this time, the portion (sensor influence portion), the output shaft 18 is twisted. Therefore, the rotation angle θdog2 of the driven dog 34c detected by the driven side sensor 48 becomes larger than the actual rotation angle θdogr2 of the driven dog 34c. The sensor detection value correction unit 72 reduces the rotation angle θdog2 of the driven dog 34c detected by the driven side sensor 48, taking into account the twist of the portion (sensor affected portion) of the output shaft 18 surrounded by the dashed line. to correct. As described above, during the shift transition period of the vehicle transmission 10, the rotation angle θdog2 of the driven dog at the shift destination detected by the driven side sensor 48 is also appropriately determined according to the shift pattern of the vehicle transmission 10. corrected. As for the correction amount of the rotation angle in the shift transition period, a shift correction amount map of the correction amount for the torque for each shift pattern is created in advance, and the torque input to the vehicle transmission 10 ( It is obtained by applying the engine torque Te). The shifting correction amount map is obtained experimentally or by design in advance and stored in the storage unit 74 .

FIG. 8 is a flow chart for explaining the main part of the control operation of the electronic control unit 50. The drive dog detected by the drive side sensor 46 according to the torque input to the vehicle transmission 10 during running. and the actual rotation angle θdog1r of the driving dog, and the deviation between the rotation angle θdog2 of the driven dog detected by the driven side sensor 48 and the actual rotation angle θdog2r of the driven dog. 2 is a flow chart for explaining a control operation for This flowchart is repeatedly executed while the vehicle is running.

First, in step ST1 (hereinafter, the step is omitted) corresponding to the control function of the shift control unit 70, it is determined whether or not the vehicle transmission 10 is shifting. When ST1 is negative, the rotation angle θdog1 of the drive dog of the current gear stage detected by the drive-side sensor 46 decreases in accordance with the torque (engine torque Te) input to the vehicle transmission 10. corrected. When ST1 is affirmative, the rotation angle θdog1 of the drive dog of the gear stage to be shifted, which is detected by the drive-side sensor 46, decreases according to the torque (engine torque Te) input to the vehicle transmission 10. is corrected to Furthermore, according to the shift pattern, the rotation angle θdog2 of the driven dog of the gear stage of the destination of the shift, which is detected by the driven side sensor 48, is corrected to the decreasing side according to the torque transmitted to the vehicle transmission 10. be done. Then, shift control is executed based on the corrected rotation angles θdog1 and θdog2 of the driving dog and the driven dog.

As described above, according to the present embodiment, when the driving side sensor 46 is provided on the upstream side (engine 12 side) of each of the dog clutches 30 to 34 on the power transmission path, the driving side sensor 46 detects The larger the torque input to the vehicle transmission 10, the larger the rotation angle θdog1 of the drive dog that is applied, the larger the actual rotation angle θdog1r of the drive dog. In this case, the rotation angle θdog1 of the drive dog detected by the drive-side sensor 46 is largely corrected to the decrease side as the torque increases, so that the rotation angle θdog1 detected by the drive-side sensor 46 and the actual drive A deviation from the rotation angle θdog1r of the dog can be suppressed. As a result, the detection accuracy of the rotation angle θdog1 of the drive dog is improved, so that collision between the drive dog and the driven dog can be suppressed, for example, during the connecting/disconnecting transition period of the dog clutch.

Another embodiment of the present invention will now be described. In the following description, the same reference numerals are given to the parts common to the above-described embodiment, and the description thereof is omitted.

FIG. 9 is a skeleton diagram for explaining the structure of a vehicle transmission 100 according to another embodiment of the invention. Comparing the vehicle transmission 100 of this embodiment with the vehicle transmission 10 of the above-described embodiment, the driving side rotation angle sensor 46 (driving side sensor 46) provided on the input shaft 16 is detected in the axial direction of the input shaft 16. , is provided on the opposite side of the engine 12 . A driven side rotation angle sensor 48 (driven side sensor 48 ) provided on the output shaft 18 is provided on the drive wheel 14 side in the axial direction of the output shaft 18 . Since the structure other than the arrangement of the drive-side sensor 46 and the driven-side sensor 48 is the same as the structure of the vehicle transmission 10 described above, the description thereof will be omitted.

When the drive-side sensor 46 is provided at the position described above, the drive-side sensor 46 is not arranged on the torque transmission path through which torque is transmitted while the vehicle is running in a predetermined gear position. On the other hand, a driven-side sensor 48 is arranged on a torque transmission path through which torque is transmitted while the vehicle is traveling in a state of shifting to a predetermined gear.

FIG. 10 shows the state of torque transmission during running with the vehicle transmission 100 shifted to the third gear stage 3rd as the predetermined gear stage. As shown in FIG. 10, the 3rd gear stage 3rd is established by the meshing of the 3rd gear drive dog 32a and the 3rd gear driven dog 32b. At this time, in the vehicle transmission 100, the torque is transmitted to the driving wheels 14 through the torque transmission path indicated by the dashed line. As shown in FIG. 10, no torque is transmitted to the input shaft 16 that connects the drive-side sensor 46 and the third-speed drive dog 32a. Therefore, it is not affected by torsion of the input shaft 16 between the drive side sensor 46 and the 3rd speed drive dog 32a. In this way, the rotation angle θdog1 of the driving dog detected by the driving side sensor 46 is not corrected because it is not affected by the torsion of the input shaft 16 . Gears other than the 3rd gear 3rd are also not affected by the torsion of the input shaft 16 and therefore are not corrected.

On the other hand, as shown in FIG. 10, the driven side sensor 48 is located downstream of the second dog clutch 32 on the torque transmission path through which the torque indicated by the dashed line is transmitted when the gear is shifted to the third gear 3rd. (driving wheel 14 side). At this time, torque is being transmitted to the output shaft 18 forming the power transmission path between the third-speed driven dog 32b of the second dog clutch 32 and the driven side sensor 48, and the output shaft 18 is twisted by this torque. Due to the influence of the torsion of the output shaft 18, the rotation angle θdog2 of the 3rd speed driven dog 32b detected by the driven side sensor 48 differs from the actual rotation angle θdog2r of the 3rd speed driven dog 32b. becomes smaller.

In consideration of the above, when the driven side sensor 48 is provided downstream of the second dog clutch 32 on the torque transmission path indicated by the dashed line, the sensor detection value correction unit 72 inputs As the applied torque increases, the rotation angle θdog2 of the driven dog 32b for 3rd speed detected by the driven side sensor 48 is largely corrected to increase.

FIG. 10 shows, as an example, the state in which the vehicle transmission 100 is shifted to the third gear stage 3rd, but the other gear stages are similarly corrected. Here, even if the magnitude of the torque input to the vehicle transmission 100 is the same, the amount of torsion of the output shaft 18 differs depending on the shifted gear stage. Specifically, the torsion of the output shaft 18 increases as the gear position in which the gear pair is provided at a position farther from the driven side sensor 48 in the axial direction of the output shaft 18 .

FIG. 11 is a diagram showing the relationship between the rotation angle .theta.dog2 of the driven dog detected by the driven side sensor 48 and the correction amount of the rotation angle for each gear stage. 11, the magnitude of the torque input to the vehicle transmission 100 is the same value. As shown in FIG. 11, the gear stage in which the gear pair is located further away from the driven-side sensor 48 in the axial direction of the output shaft 18 has a larger correction amount toward the increase side. This is because, as described above, the torsion amount of the output shaft 18 increases as the gear pair is positioned farther from the driven side sensor 48 in the axial direction of the output shaft 18 . In consideration of these, a rotation angle correction amount map based on torque for each gear stage is prepared in advance experimentally or by design and stored. The sensor detection value correcting unit 72 applies the current gear position and the torque (engine torque Te) input to the vehicle transmission 100 to the correction amount map to calculate the correction amount of the rotation angle. By adding the calculated correction amount to the rotation angle θdog2 of the driven dog detected by the sensor 48, the rotation angle θdog2 is corrected to increase. By correcting the rotation angle θdog2 of the driven dog detected by the driven-side sensor 48 in this way, the difference between the rotation angle θdog2 of the driven dog detected by the driven-side sensor 48 and the actual driven dog A deviation from the rotation angle θdog2r is suppressed.

Further, the above description is for the case where the vehicle transmission 100 is shifted to a predetermined gear stage. It is necessary to accurately grasp the relative rotational position θdog with the driving dog.

FIG. 12 shows the effect of torque when vehicle transmission 100 is upshifted from 3rd gear 3rd to 4th gear. When shifting from 3rd gear 3rd to 4th gear 4th, the 4th gear drive dog 30b and the 1st-4th gear driven dog 30c (hereinafter referred to as driven dog 30c), it is necessary to accurately grasp the relative rotational position θdog. The rotation angle .theta.dog1 of the driving dog 30b for 4th speed is detected by the driving side sensor 46, and the rotation angle .theta.dog2 of the driven dog 30c is detected by the driven side sensor 48. FIG. Here, immediately before shifting to the fourth gear stage 4th, the third gear stage 3rd is established, and torque is transmitted to the third gear pair 24 side. At this time, the output shaft 18 connecting the driven side sensor 48 and the driven dog 30c is twisted by the torque at the portion surrounded by the dashed line (sensor affected portion). Considering this twist of the output shaft 18, the sensor detection value correction unit 72 corrects the rotation angle θdog2 of the driven dog 30c detected by the driven side sensor 48 to the increasing side.

Further, as shown in FIG. 12, on the input shaft 16 of the vehicle transmission 100, the fourth-speed drive gear 22a of the fourth-speed gear pair 22 for establishing the fourth-speed gear 4th, which is the destination of the shift, is in the third gear. It is provided on the upstream side (engine 12 side) of the 3rd speed drive gear 24a of the 3rd speed gear pair 24 for establishing the gear stage 3rd. At this time, the input shaft 16 connecting between the drive-side sensor 46 and the fourth-speed drive gear 22a is twisted at the portion surrounded by the dashed line (sensor affected portion). Therefore, the rotation angle θdog1 of the 4th speed drive dog 30b detected by the drive sensor 46 becomes smaller than the actual rotation angle θdog1r of the 4th speed drive dog 30b. The sensor detection value correcting unit 72 takes into consideration the twist of the portion of the input shaft 16 surrounded by the dashed line (sensor affected portion), and increases the rotation angle θdog2 of the 4th gear drive dog 30b detected by the drive side sensor 46. corrected to

Upshifting from the 3rd gear stage 3rd to the 4th gear stage 4th has been described above as an example, but upshifting or downshifting to other gear stages is similarly controlled. As for the correction amount of the rotation angle during the shift transition period for each shift pattern, a shift correction amount map of the correction amount of the rotation angle with respect to the torque for each shift pattern is created in advance. is obtained by applying the torque (engine torque Te) input to . The shift correction amount map is obtained experimentally or by design, and is stored in the storage section 74 . Since the control operation by the electronic control unit 50 during running of the vehicle transmission 10 is basically the same as in the above-described embodiment, the description thereof will be omitted.

As described above, according to this embodiment, when the driven side sensor 48 is provided on the downstream side (driving wheel 14 side) of each of the dog clutches 30 to 34 on the power transmission path, the driven side sensor The rotation angle .theta.dog2 of the driven dog detected by 48 becomes smaller than the actual rotation angle .theta.dog2 of the driven dog as the torque input to the vehicle transmission 100 increases. In this case, as the torque increases, the rotation angle θdog2 of the driven dog detected by the driven-side sensor 48 is corrected to increase. It is possible to suppress the deviation between the rotation angle θdog2 and the actual rotation angle θdog2 of the driven dog. As a result, the detection accuracy of the rotation angle θdog2 of the driven dog is improved, so that collision between the driving dog and the driven dog can be suppressed, for example, during the connecting/disconnecting transition period of the dog clutch.

In each of the first and second embodiments described above, the rotation angle is corrected by applying the actual gear stage or shift pattern and torque to the correction amount map for obtaining the rotation angle correction amount for the torque for each gear stage or shift pattern. It was about quantity. In this embodiment, a calculation formula for correcting the rotation angles θdog1 and θdog2 of the driving dog and the driven dog obtained for each gear stage or shift pattern is used to calculate the rotation angles θdog1 detected by the sensors 46 and 48. , θdog2 is corrected.

FIG. 13 shows the relationship between the torque and the learning value of the relative rotational position .theta.dog in the meshing state at a predetermined gear stage. The two points shown in FIG. 13 are the relative rotational position a (learned value) calculated based on the rotational angles θdog1 and θdog2 detected by the sensors 46 and 48 when the torque A is applied, and the torque B 4 shows the relative rotational position b (learned value) calculated based on the rotational angles θdog1 and θdog2 detected by the sensors 46 and 48 when the load is applied. These are values learned in advance, for example, when the vehicle is shipped.

FIG. 14 is a diagram for explaining a method of obtaining the relative rotational position c at a predetermined torque C based on the formula calculated using the two learned points. In FIG. 14, a straight line connecting two learned points corresponds to the formula (y=αx+β). In this formula, α corresponds to (ba)/(BA) and β is (aB-bA)/(BA). By applying the torque C to this formula, the relative rotational position c at the time of the torque C is calculated. Further, based on this calculation formula, a map such as that shown in FIG. 5 can be created, and correction can be performed based on that map.

As described above, deviation from the actual relative rotational position θdog can also be suppressed by correcting the relative rotational position θdog based on the formula for obtaining the relative rotational position θdog.

Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, if the torque change input to the vehicle transmission 10, 100 (that is, the change in the engine torque Te) is large, the correction is stopped, and the correction is executed again after the torque change stabilizes. It doesn't matter if it's something. For example, when the torque change is greater than or equal to a preset threshold value D [Nm/s] for a predetermined time t1, correction of the rotation angles θdog1 and θdog2 detected by the sensors 46 and 48 is stopped. Further, when the torque change is equal to or less than the preset threshold value E [Nm/s] while the correction of the rotation angles θdog1 and θdog2 is stopped, the rotation angles θdog1 and θdog2 are corrected again. do. The values of the thresholds D and E may be the same, and the predetermined times t1 and t2 may also be the same. Further, it is also possible to determine whether to stop and re-execute the correction of the rotation angles θdog1 and θdog2 based only on the threshold values D and E without performing the determination of the predetermined times t1 and t2.

In the above-described embodiment, in the vehicle transmission 10, the drive side sensor 46 is provided on the engine 12 side in the axial direction of the input shaft 16, and the driven side sensor 48 is provided on the engine 12 side in the axial direction of the output shaft 18. In the vehicle transmission 100, the driving side sensor 46 is provided on the driving wheel 14 side in the axial direction of the input shaft 16, and the driven side sensor 48 is provided on the driving wheel 14 side in the axial direction of the output shaft 18. However, the present invention is not necessarily limited to this aspect. For example, the driving side sensor 46 may be provided on the engine 12 side in the axial direction of the input shaft 16 , while the driven side sensor 48 may be provided on the driving wheel 14 side in the axial direction of the output shaft 18 . Alternatively, the driving side sensor 46 may be provided on the drive wheel 14 side in the axial direction of the input shaft 16 , while the driven side sensor 48 may be provided on the engine 12 side in the axial direction of the output shaft 18 .

Further, in the above embodiment, the first dog clutch 30 to the third dog clutch 34 are provided on the output shaft 18, but the first dog clutch 30 to the third dog clutch 34 are provided on the input shaft 16. I don't mind.

It should be noted that what has been described above is just one embodiment, and the present invention can be implemented in aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle transmission 12: Engine (driving force source)
14: Driving wheel 30: First dog clutch (dog clutch)
30a: Driving dog for 1st speed (driving dog)
30b: Drive dog for 4th speed (drive dog)
30c: 1-4 speed driven dog (driven dog)
32: Second dog clutch (dog clutch)
32a: Drive dog for 3rd speed (drive dog)
32b: Driven dog for 3rd speed (driven dog)
34: Third dog clutch (dog clutch)
34a: Drive dog for 2nd speed (drive dog)
34b: Drive dog for 5th speed (drive dog)
34c: Driven dog for 2nd to 5th speed (driven dog)
46: Driving side rotation angle sensor (rotation angle sensor)
48: driven side rotation angle sensor (rotation angle sensor)
50: Electronic control device (control device)

Claims (1)

A dog clutch provided on a power transmission path between a driving force source and a driving wheel, a driving side rotation angle sensor for detecting a rotation angle of a driving dog that constitutes the dog clutch, and a driven dog that constitutes the dog clutch. When the driving dog and the driven dog are engaged with each other, the rotation angle of the driving dog detected by the driving side rotation angle sensor and the driven side rotation angle are detected. a control device that calculates a relative rotational position between the driving dog and the driven dog based on a rotation angle of the driven dog detected by an angle sensor ,
The control device is
correcting the rotation angle detected by the driving side rotation angle sensor and the rotation angle detected by the driven side rotation angle sensor when calculating the relative rotation position;
When the drive-side rotation angle sensor is provided upstream of the dog clutch on the power transmission path, the correction amount increases as the torque input to the vehicle transmission increases. While the rotation angle detected by the drive side rotation angle sensor is corrected to the decrease side, if the drive side rotation angle sensor is provided downstream of the dog clutch on the power transmission path, the correcting the rotation angle detected by the drive-side rotation angle sensor to an increase side with a correction amount that increases as the torque input to the vehicle transmission increases ;
When the driven side rotation angle sensor is provided upstream of the dog clutch on the power transmission path, the correction amount increases as the torque input to the vehicle transmission increases. When the rotation angle detected by the driven side rotation angle sensor is corrected to decrease, and the driven side rotation angle sensor is provided downstream of the dog clutch on the power transmission path, The rotation angle detected by the driven side rotation angle sensor is corrected to an increasing side by a correction amount that increases as the torque input to the vehicle transmission increases.
A vehicle transmission characterized by :

Images