WO2018124217A1

WO2018124217A1 - Power transmission control device

Info

Publication number: WO2018124217A1
Application number: PCT/JP2017/047048
Authority: WO
Inventors: 義隆清水; 充俊神谷
Original assignee: アイシン・エーアイ株式会社
Priority date: 2016-12-27
Filing date: 2017-12-27
Publication date: 2018-07-05

Abstract

[Problem] To shorten the time from a switching request to completion of a disengagement operation. [Solution] A control unit in a power transmission control device must be provided with a function for performing the following: switching request processing for outputting a switching request that is a request to switch from a state in which power transmission by a first speed reduction mechanism is established to a state in which power transmission by a second speed reduction mechanism is established; power transmission disabling processing in which an actuator is operated so as to disable power transmission by the first speed reduction mechanism on the basis of the switching request output as a result of the switching request processing; switching request prediction processing for predicting that a switching request will be output as a result of the switching request processing; and preliminary operation processing for operating the actuator in advance in a direction in which a switching mechanism disables power transmission by the first speed reduction mechanism while maintaining the state in which power transmission by the first speed reduction mechanism is established prior to performing the power transmission disabling processing when the switching request prediction processing predicts that a switching request will be output.

Description

Power transmission control device

This invention relates to a power transmission control device capable of shortening the time from the switching request to the completion of the disengagement operation.

Conventionally, there are vehicles that use an actuator to control the transmission speed. Patent Document 1 is an automatic transmission that performs an automatic shift by transmitting a driving force of a power operating body of a power source (actuator) to a transmission operating body via an intermediate operating body of a power transmission mechanism. When at least one of the operating body and the intermediate operating body of the power transmission mechanism collides with the one counterpart member, an operation speed reduction process is performed to reduce the operating speed of the power source immediately before the collision so as to reduce the collision noise. An operation speed reduction means is provided for execution.

Further, as another example using an actuator, Patent Document 2 discloses a force generated during a shift process by providing a shift elastic body (damper) that can rotate relative to each other within a specified angle range in a drive device. An operation device for a transmission that cuts off an impact is disclosed.

Japanese Patent Laid-Open No. 2005-226687 Japanese translation of PCT publication No. 2003-529024

Recently, the number of hybrid vehicles has increased, and further reduction of collision noise has been demanded due to the quietness of the vehicle. As in Patent Document 2, an automatic transmission using an actuator having a damper has been developed. When a damper is provided, the position of the sleeve cannot be accurately detected by the sensor provided in the actuator due to the elastic deformation of the damper, and there is a possibility that unintentional gear disengagement will occur. After completing the engagement, it is necessary to perform an operation of positively engaging so that the gear does not come off by pushing the actuator further. However, if it does as mentioned above, the operation amount of an actuator will increase by releasing engagement, and shift time will increase. That is, in the configuration employing the actuator, there is a possibility that the time from the switching request to the completion of the disengagement operation becomes long. When the time from the switching request to completion of the disengagement operation becomes long, there is a problem that drivability deteriorates due to poor reaction.

The present invention has been made in view of the above problems, and an object thereof is to provide a power transmission control device capable of shortening the time from the switching request to the completion of the disengagement operation.

The power transmission control device according to the present invention is different from the first rotating shaft, the power source connected so that the number of rotations of the first rotating shaft can be adjusted, and the first rotating shaft rotating in conjunction with the axle. A second rotation shaft, and a power transmission portion having a plurality of power transmission paths between the first rotation shaft and the second rotation shaft, and the power transmission portion at least with the first rotation shaft A first reduction mechanism that transmits power between the second rotation shaft and a second reduction gear ratio that is different from the first reduction mechanism that transmits power between the first rotation shaft and the second rotation shaft. An actuator for operating the switching mechanism, comprising: a speed reducing mechanism; and a switching mechanism for switching power transmission between the first speed reducing mechanism and the second speed reducing mechanism. And has established power transmission by the first reduction mechanism. A switching request process for outputting a switching request that is a request for switching to a state in which power transmission by the second reduction mechanism is established, and a power transmission by the first reduction mechanism based on the switching request output by the switching request process. A power transmission control device for a vehicle having a control unit capable of executing a power transmission canceling process for operating the actuator so as to cancel the control, wherein the switch request process is the switching request When the switching request prediction process predicts that the switching request is output and the switching request prediction process predicts that the switching request is output, the power transmission by the first reduction mechanism is performed before the power transmission cancellation process is performed. Preliminary operation processing in which the actuator is operated in advance in a direction to release the power transmission by the first reduction mechanism while maintaining the state where Characterized in that it has a.

Further, in the power transmission control device according to the present invention, the switching mechanism rotates integrally with one of the first rotating shaft and the second rotating shaft, and is axial with respect to the one shaft. The engaging member is configured to move in the axial direction when the actuator is operated, and the switching mechanism is configured to operate the actuator. The engagement member is moved in the axial direction, and switching between engagement and disengagement between the engagement member and the first reduction mechanism and the second reduction mechanism is performed between the first reduction mechanism and the second reduction mechanism. And the actuator has a stopper which is a movable limit when at least the engagement member continues to operate so as to engage with the first reduction mechanism, and in front The positional relationship in the axial direction with the first speed reduction mechanism is at least a position where a state where power transmission is not established and a state where power transmission is established are switched between the engagement member and the first speed reduction mechanism. An engagement completion position, a state where power transmission is established between the engagement member and the first reduction mechanism, and a pressing completion position which is a position when the actuator is operated to the stopper; A position immediately before disengagement set between the engagement completion position and the pressing completion position, and in the preliminary operation process, the axial direction between the engagement member and the first reduction mechanism is The actuator is operated so that the positional relationship is set to a position immediately before the disengagement.

Further, the power transmission control device according to the present invention is characterized in that the position immediately before the disengagement is a position away from the pressing completion position by a predetermined distance.

Further, in the power transmission control device according to the present invention, the first reduction mechanism has a first idler gear provided to rotate relative to the one shaft, and the second reduction mechanism includes: A second idler gear provided to rotate relative to the one shaft, and the engagement / disengagement switching between the engagement member, the first reduction mechanism and the second reduction mechanism is It is realized by switching engagement / disengagement between the engaging member and the first idle gear and the second idle gear.

The power transmission control device according to the present invention further includes an impact absorption mechanism in a power transmission path from the drive source of the actuator to the switching mechanism, and further includes the drive source and the impact absorption mechanism on the power transmission path. An operation amount detection unit for detecting the operation amount of the actuator is provided in between.

The power transmission control device according to the present invention is characterized in that, in the switching request prediction process, the switching request is predicted based on at least vehicle speed information and accelerator opening information.

The power transmission control device according to the present invention is characterized in that, in the preliminary operation processing, the operating speed of the actuator is controlled based on at least vehicle speed information and accelerator opening information of the vehicle.

According to the present invention, when the switching request is predicted, the switching mechanism is preliminarily moved to the position immediately before the disengagement, and after that, when the switching request is input, the disengagement operation is performed from the position of the switching mechanism after the preliminary movement. Since this is done, it is possible to shorten the time from the switching request to the completion of the disengagement operation.

It is explanatory drawing showing the structure of the vehicle relevant to the power transmission control apparatus of this invention. It is explanatory drawing for demonstrating the concept of engagement release operation | movement control in this invention, and is explanatory drawing showing the stroke amount of the sleeve in the case of engagement release operation | movement. It is a flowchart figure showing the flow of engagement release operation control in this invention. It is explanatory drawing showing the setting image of the shift prediction line | wire for predicting a switching request | requirement. It is explanatory drawing showing an example of the operating speed of the actuator determined by an accelerator opening and a vehicle speed.

Hereinafter, an example of the power transmission control device 10 according to the embodiment will be described with reference to the drawings. FIG. 1 is an explanatory diagram showing the configuration of a vehicle related to the power transmission control device of the present invention. In FIG. 1, 11 is an engine as a power source, 12 is an input shaft as a first rotating shaft, 13 is a motor generator as another power source, 14 is a sleeve as an engaging member, 15 is a fork, 16 is A shift shaft, 17 is a damper as an impact absorbing mechanism, 18 is an actuator, 19a and 19b are power transmission mechanisms, 20 is an output shaft as a second rotating shaft, and 21 is an engine control unit (hereinafter referred to as ECU) as a control unit. In addition, an idle gear GA1 and an idle gear GB1 as engaged members are connected to the input shaft 12 so as to be relatively rotatable, and gears GA2 and GB2 are connected to the output shaft 20 so as to rotate together. Yes. The ECU 21 receives vehicle speed information 22, accelerator opening information 23, accelerator opening change rate information 24, and other sensor information 25 acquired by various sensors installed in the vehicle. The actuator 18 includes an operation amount detection unit that detects its own operation amount, and is configured to output the detected operation amount to the ECU 21.

Further, in FIG. 1, a configuration in which power is transmitted between the first rotating shaft and the second rotating shaft by the pair of the idle gear GA1 and the gear GA2 is a first reduction mechanism, and the pair of the idle gear GB1 and the gear GB2 is used. Therefore, the configuration for transmitting power between the first rotating shaft and the second rotating shaft is referred to as a second reduction mechanism. A configuration including at least the first speed reduction mechanism and the second speed reduction mechanism, and a switching mechanism for switching power transmission between them is assumed to be a power transmission unit. This switching mechanism is operated by an actuator. Note that the switching mechanism has one engagement member that is commonly used between the first reduction mechanism and the second reduction mechanism, or one for each of the first reduction mechanism and the second reduction mechanism. Various configurations for switching the power transmission between the first speed reduction mechanism and the second speed reduction mechanism, such as when the combined member is disposed and used, are included. For convenience of explanation, the pair of the idle gear GA1 and the gear GA2 is the first reduction mechanism and the pair of the idle gear GB1 and the gear GB2 is the second reduction mechanism. The first reduction mechanism may be used, and the pair of idle gear GA1 and gear GA2 may be the second reduction mechanism.

In the following description, for simplification of description, only a pair of gears GA1 and GA2 and a pair of GB1 and GB2 are used, and one gear is provided between the idle gear GA1 and the idle gear GB1. The description will be made on the assumption that a sleeve is arranged and switching is performed with this one sleeve. However, in actuality, it is assumed that gears are provided so that more gears can be changed, and a configuration in which an idle gear and a sleeve are provided on the output shaft side is naturally assumed. Further, for example, a configuration using three or more axes such as an input shaft, a counter shaft, and an output shaft is also assumed. Further, the

power transmission mechanisms

19a and 19b are provided to transmit the power of the actuator 18 to the shift shaft 16. However, this configuration is not necessary, and any operation is possible as long as the operation of the sleeve 14 can be controlled by the power of the actuator 18. It may be a configuration. In the present invention, whether or not the synchro mechanism is adopted is not an essential problem and can be adopted for any case. However, in this example, it is assumed that the synchro mechanism does not have a synchro mechanism. Do. Further, as long as the switching is performed by performing the engagement releasing operation by the actuator 18, the switching may be performed by a switching request based on the operation of the driver, or a condition for shifting may be set in advance. It may be configured to automatically switch when the condition is satisfied.

1, the engine 11 drives the input shaft 12 to rotate. Although not essential, a motor generator 13 that can rotationally drive the input shaft 12 may be arranged. Further, a clutch, a torque converter or the like may be disposed between the engine 11 and the motor generator 13. On the input shaft 12, an idle gear GA1 and an idle gear GB1 are connected to be rotatable relative to each other, and in the neutral state, the sleeve 14 is positioned between the two without engaging with each other. The position of the sleeve 14 at this time is the neutral position. When a shift change is made to any of the shift stages, for example, a shift change of the idle gear GA1, the sleeve 14 is slid and engaged by the actuator 18 toward the idle gear GA1, and the idle gear GA1. And the input shaft 12 are fixed so as not to rotate relative to each other. At this time, the power from the actuator 18 is transmitted to the shift shaft 16 via the power transmission mechanism 19a, the damper 17, and the power transmission mechanism 19b. Control of the actuator 18 is performed by the ECU 21. In the ECU 21, the operation amount is controlled by controlling the voltage value, current value, etc. with respect to the actuator 18, and as a result, the stroke amount (movement amount) of the sleeve 14 is controlled with high accuracy.

Further, the ECU 21 controls the outputs of the engine 11 and the motor generator 13. Specifically, at the time of switching in the non-synchronous transmission, in order to engage the sleeve 14 with the idle gear of the next shift stage, the rotational speed of the idle gear and the rotation shaft (in this example, the input shaft 12 ) Must be synchronized, and the ECU 21 controls the output of the engine 11 or the motor generator 13 to perform the rotation synchronization in order to fill the difference in the number of revolutions. The ECU 21 receives vehicle speed information 22, accelerator opening information 23, accelerator opening change rate information 24, and other sensor information 25 as information acquired by various sensors. The other sensor information 25 includes the rotational speed of each idle gear based on the rotational speed sensor or the like.

As shown in FIG. 1, the ECU 21 includes a switching request process for outputting a switching request that is a request for switching from a state in which power transmission by the first reduction mechanism is established to a state in which power transmission by the second reduction mechanism is established, and a switching request. Based on the switching request output by the process, a power transmission cancellation process for operating the actuator so as to cancel the power transmission by the first reduction mechanism, and a switching request prediction process for predicting that the switching request process outputs a switching request When the switching request prediction process predicts that the switching request is output, the switching mechanism is switched to the first reduction mechanism while maintaining the state where the power transmission by the first reduction mechanism is established before the power transmission release process is performed. It is assumed that it has a function of executing a preliminary operation process in which the actuator is operated in advance in the direction of releasing the power transmission.

Terms used in the following description are defined as follows.
(Power transmission release state)
A state in which the engaging member and the engaged member are not in contact with each other and no power is transmitted. It can also be said to be a disengaged state. That is, in this example, the sleeve spline and the idle gear spline are not in contact with each other. If idle gears are present on both sides, the neutral state is assumed.
(Contact state)
A state in which the engaging member and the engaged member come into contact but power is not transmitted. It can also be said to be an engagement start state. Specifically, when the sleeve and idler gear spline tips are chamfer-shaped or R-shaped, the chamfers or Rs come into contact with each other, and when trying to transmit power, the reaction force is applied so that the sleeve and the gear piece are separated. It refers to the state that occurs. In addition, when the tip of the spline is a flat surface, the tips contact each other.
(Power transmission state)
A state where the engaging member and the engaged member are in contact with each other to transmit power. It can be said that the engagement is completed. In this example, the sleeve spline is pressed into the clearance of the spline of the idle gear and firmly meshed to transmit power, and the chamfers, Rs, and only the tips of the splines are not in contact.
(Pressing completed state)
After the engagement member is moved to shift from the contact state to the power transmission state, the engagement member is further moved to reach the boundary of the movement range. It is a part of the power transmission state. Specifically, this state is a state in which the actuator is continuously operated so as to further move the engagement member from the power transmission state, and the control is performed so as to contact the stopper which is the boundary of the movable range of the actuator itself. For example, it is a state after the actuator is operated so as to be pressed against the stopper with a constant load for a certain time. This state is an image in which the sleeve moves further from the power transmission state.
(Engagement start position)
It is a boundary position of whether or not the engaging member and the engaged member are in contact with each other, and is a position where the power transmission release state and the contact state are switched. That is, this position is a position where the engaging member and the engaged member start to contact when the engaging member and the engaged member are engaged. In the case of releasing, the engaging member and the engaged member are not in contact with each other. The engagement start position may be a position away from the boundary position whether or not the engagement member and the engaged member are in contact with each other in consideration of the actuator operation amount detection accuracy and the like.
(Engagement completion position)
It is a position where the engaging member and the engaged member are in contact with each other, and is a position where the contact state and the power transmission state are switched. The engagement completion position may be a position away from the position where the contact state and the power transmission state are switched to the engagement side by a predetermined distance in consideration of the actuator operation amount detection accuracy and the like.
(Pressing completion position)
It is a position where the engaging member and the engaged member are in contact with each other and is a position when the pressing is completed.
(Position just before disengagement)
It is a position where the engaging member and the engaged member are in contact with each other, is in a power transmission state, and is a position set between the engagement completion position and the pressing completion position.

FIG. 2 is an explanatory diagram for explaining the concept of the engagement release operation control in the present invention, and is an explanatory diagram showing the stroke amount of the sleeve 14. In FIG. 2, the horizontal axis represents time, and the vertical axis represents the stroke amount detected by the sensor in the actuator. The time axis starts from the state where the idle gear GA1 and the sleeve 14 are engaged. And Conventionally, in the disengagement operation, the ECU 21 is controlled by the ECU 21 to move the sleeve 14 in the direction to remove it from the idle gear GA1 at the time when the switching request of A is requested. Depending on the engagement depth (engagement depth) between GA1 and sleeve 14, it takes time to complete the disengagement operation. Further, if the damper 17 is interposed between the time when the ECU 21 inputs the operation instruction to the actuator 18 and the time when the operation is transmitted to the sleeve 14, a delay may occur until the operation instruction is reflected by the elastic force. there were. A curve drawn with a thin line in FIG. 2 is a locus of the sleeve 14 in the conventional disengagement operation, and the time required from the switching request of A to the completion of the disengagement operation of B is conventionally required.

Further, when the damper 17 is interposed, the stroke amount of the sleeve 14 and the stroke detected by the sensor in the actuator may deviate. For example, in order to ensure reliable engagement of the sleeve 14, for example, There is a case where the damper 17 is elastically deformed by operating the actuator 18 from the position detected by the sensor to the engagement completion position to the side where the sensor is further engaged. In that case, since the damper 17 is elastically deformed, it is advanced on the engagement side of the actuator 18, and it takes time until the sleeve 14 reaches the engagement start position by the stroke.

Therefore, the present invention is characterized in that the switching request is predicted, and the sleeve 14 is controlled to be preliminarily moved when the switching request is predicted. In FIG. 2, it is assumed that at the time point P, the ECU 21 predicts a switching request from the vehicle speed information 22, the accelerator opening information 23, the accelerator opening change rate information 24, and other sensor information 25. Then, the ECU 21 controls the actuator 18 so as to move the sleeve 14 to a position immediately before the disengagement. The position immediately before disengagement is a position that is a predetermined distance before the engagement completion position. It can also be defined as a position away from the pressing completion position by a predetermined distance. The predetermined distance from the engagement completion position is appropriately determined as a distance necessary for maintaining power transmission while maintaining the engagement between the idle gear and the sleeve, but is as short as possible. It is preferable.

When the switching request is predicted and the sleeve 14 is preliminarily moved, the switching request is waited, and at the stage when the switching request is actually made, the ECU 21 transmits the power from the position immediately before the disengagement through the engagement completion position. The actuator 18 is controlled to shift to the released state and finally move to the neutral position where the disengagement operation is completed. As described above, when the switching request is made, the disengagement operation is started from the state where the sleeve 14 is preliminarily moved, so that the stroke amount of the sleeve 14 necessary for the disengagement operation can be reduced. For this reason, it is possible to shorten the time required for the engagement releasing operation. The curve drawn with a bold line in FIG. 2 is the locus of the sleeve 14 during the disengagement operation in the case of the present invention, and the disengagement operation required from the switching request of A to the completion of the disengagement operation of B ′. It's time. It can be seen that the time between A and B 'is shorter than the time between A and B in the related art.

Various methods are conceivable as a method for predicting the switching request, and any method can be used in the present invention as long as the switching request is predicted regardless of accuracy. For example, vehicle speed information 22, accelerator Switching among various sensor information including opening information 23, accelerator opening change rate information 24, vehicle acceleration information, vehicle inclination information, engine speed information, etc. It may be determined in advance based on actual measurement data on whether or not the information has been performed, or simulation data indicating which switching is optimal from the viewpoint of drivability when which information becomes what value. preferable.

FIG. 3 is a flowchart showing the flow of disengagement operation control in the present invention. In this flow, processing is started from a state in which a gear is in any of the gears while the vehicle is traveling. In the configuration of FIG. 1, this process is performed by the ECU 21, and the subject of each step in the following flowchart is the ECU 21. In addition, although demonstrated using ECU21, the microcomputer which does not control the engine 11, for example may be sufficient, and if it is the structure which can perform the process equivalent to ECU21, it will not be limited to this.

In FIG. 3, first, information necessary for predicting a switching request such as the current vehicle speed, accelerator opening, and accelerator opening change rate of the vehicle is acquired, and the switching request is predicted based on the information (S11). Step). In addition, counting of the time from the time when the prediction is executed in the step of S11 is started. It is determined whether there is a possibility of a switching request based on the prediction result in step S11 (step S12). If there is no possibility of a switching request, the process proceeds to step S14. If it is determined that there is a possibility of a switching request, the actuator 18 is controlled so that the sleeve 14 as the engaging member is preliminarily moved to a position immediately before the disengagement (step S13). Next, it is determined whether or not a switching request is input (step S14). When the switching request is input, the actuator 18 is controlled to move the sleeve 14 to the neutral position beyond the engagement start position to complete the engagement release operation (step S16). Thereby, the processing of the engagement release operation is completed.

If no switching request is input in step S14 in FIG. 3, it is determined whether or not a predetermined time has elapsed since the switching request was predicted in step S11 (step S15). If the predetermined time or more has not elapsed since the switching request prediction, the process proceeds to step S14. When a predetermined time or more has elapsed after the switching request is predicted, the actuator 18 is controlled to return the sleeve 14 that has been preliminarily moved to the current gear pressing completion position (step S17), and the process of the disengagement operation is performed. End the flow.
If the prediction result in step S11 indicates that there is no possibility of a switching request, the result in step S12 is No and the process proceeds to step S14. If there is no switching request in step S14, step S15 is performed. Migrate to In step S15, it is determined whether or not a predetermined time has elapsed since the time when the switching request was predicted in step S11. If there is a switching request before the predetermined time has elapsed (S14-Yes), If the disengagement operation is completed in the step of S16 and there is no switching request even after a predetermined time has elapsed (S14-No), the process proceeds to the step of S17, but in the step of S17, in the step of S12. Since the preliminary movement of the sleeve 14 is not performed because it is No, the processing flow of the disengagement operation is ended as it is.

FIG. 4 is an explanatory diagram showing a setting image of a shift prediction line for predicting a switching request. FIG. 4 shows an image of a shift line in a vehicle in which the horizontal axis is the vehicle speed and the vertical axis is the accelerator opening, and the speed can be changed from 1st to 5th. The bold solid line is the shift line, and it represents that the switch request is predicted based on the assumption that the switch request will be made at the timing across the shift line due to changes in the vehicle speed and accelerator opening conditions. ing. In FIG. 4, a line drawn with a one-dot chain line is a shift prediction line at the time of shifting up, and a line drawn with a two-dot chain line is a shift prediction line at the time of shifting down.

For example, in FIG. 4, when the current vehicle speed is α and the current accelerator opening is β, the gear position is in the third speed state. In this state, if only the vehicle speed increases while maintaining the accelerator opening β, there is a shift prediction line at the time of upshifting before the shift line from the 3rd speed to the 4th speed. At this stage, it is determined that there is a possibility of switching, and the sleeve 14 is preliminarily moved to a position immediately before the disengagement. Thus, when the actual speed change request is output when the vehicle speed increases and exceeds the shift line, the disengagement operation can be completed in a short time. In addition, when only the accelerator opening increases from the state of the vehicle speed α and the accelerator opening β in FIG. 4 while maintaining the vehicle speed α, the time of the downshift is just before the shift line from the third speed to the second speed. There is a shift prediction line, and when the shift prediction line is exceeded, it is determined that there is a possibility of a switching request, and the sleeve 14 is preliminarily moved to a position immediately before the disengagement. As a result, when the accelerator opening degree is increased as it is and the shift line is exceeded, if the actual switching request is output, the disengagement operation can be completed in a short time.

As described above, according to the power transmission control device 10 of the present invention, in a vehicle that employs a configuration in which switching is performed by sliding the sleeve that fixes the idle gear to the rotation shaft so as not to rotate relative to the rotation shaft, the switching request When the sleeve 14 is preliminarily moved to the position immediately before the disengagement, and after the switching request is input, the disengagement operation is performed from the position of the sleeve 14 after the preliminary movement. It is possible to shorten the time from the completion of the engagement release operation to the completion of the engagement release operation.

In the above embodiment, the moving speed of the sleeve 14 when the sleeve 14 is preliminarily moved to the position immediately before the disengagement is not mentioned, but the vehicle speed and the accelerator opening degree when the switching request is predicted. Predicting the time from when the switching request is predicted from various sensor information including the time until the switching request is made, and when the switching request is likely to be performed immediately, the sleeve 14 is preliminarily moved at high speed, In the case where it is likely that there will be some time until the switching request, the moving speed of the sleeve 14 is determined from various sensor information when the switching request is predicted, such as slowly moving the sleeve 14 in advance. Also good. Thus, by appropriately adjusting the moving speed of the sleeve 14, it is possible to perform seamless processing from the preliminary movement of the sleeve 14 to the disengagement operation.

Specifically, the operating speed of the actuator 18 is changed based on input information such as the accelerator opening and the vehicle speed. FIG. 5 is an explanatory diagram showing an example of the operating speed of the actuator determined by the accelerator opening and the vehicle speed. In FIG. 5, V1, V2, and V3 represent the operating speeds of the actuators. For example, it is assumed that the operating speed relationship is set such that V1> V2> V3. In FIG. 5, the boundary of the operation speed is set so as to change stepwise, but is merely an example, and may be changed linearly. In FIG. 5, for example, when the accelerator opening is high and the vehicle speed is low, the acceleration of the vehicle is relatively increased, and thus the vehicle speed tends to increase rapidly. Accordingly, since the time from the switching request prediction until the switching request is input tends to be shortened, the operating speed is increased. On the other hand, when the accelerator opening is low or the vehicle speed is high, the acceleration of the vehicle is relatively small, and the time from when the switching request is predicted until the switching request is input tends to increase. To slow down.

In the above-described embodiment, an example of a vehicle using AMT has been described. However, the present invention is not limited to AMT, and can be applied to, for example, 2-4 drive switching in transfer, HL switching, and the like. Absent.

DESCRIPTION OF SYMBOLS 10 Power transmission control apparatus 11 Engine 12 Input shaft 13 Motor generator 14 Sleeve 15 Fork 16 Shift shaft 17 Damper 18

Actuator

19a, 19b Power transmission mechanism 20 Output shaft 21 Engine control unit (ECU)
22 Vehicle speed information 23 Accelerator opening information 24 Accelerator opening change rate information 25 Other sensor information

Claims

A first rotation axis;
A power source connected so that the number of rotations of the first rotating shaft can be adjusted;
A second rotating shaft different from the first rotating shaft rotating in conjunction with the axle;
A power transmission unit having a plurality of power transmission paths between the first rotating shaft and the second rotating shaft;
Have
The power transmission unit is at least
A first reduction mechanism that transmits power between the first rotating shaft and the second rotating shaft;
A second reduction mechanism having a reduction ratio different from that of the first reduction mechanism that transmits power between the first rotation shaft and the second rotation shaft;
A switching mechanism for switching power transmission between the first reduction mechanism and the second reduction mechanism;
With
An actuator for operating the switching mechanism;
A switching request process for outputting a switching request that is a request for switching from a state in which power transmission by the first reduction mechanism is established to a state in which power transmission by the second reduction mechanism is established;
Based on the switching request output by the switching request process, a power transmission release process for operating the actuator to release the power transmission by the first reduction mechanism;
A control unit capable of executing,
A power transmission control device for a vehicle having
The controller is
A switching request prediction process for predicting that the switching request process outputs the switching request;
When it is predicted that the switching request prediction process will output the switching request, the switching mechanism is controlled while maintaining the state where the power transmission by the first reduction mechanism is established before the power transmission cancellation process is performed. A power transmission control device comprising: preliminary operation processing for operating the actuator in advance in a direction to cancel power transmission by the first speed reduction mechanism.
The switching mechanism is
An engaging member that rotates integrally with one of the first rotating shaft and the second rotating shaft and is movable in the axial direction with respect to the one shaft;
The engaging member is configured to move in the axial direction when the actuator is operated,
The switching mechanism moves the engagement member in the axial direction by operating the actuator, and switches the engagement / disengagement between the engagement member and the first reduction mechanism and the second reduction mechanism. Switching power transmission between the first reduction mechanism and the second reduction mechanism;
The actuator has a stopper which is a movable limit when the engagement member continues to be operated to engage with the first reduction mechanism;
The axial positional relationship between the engagement member and the first reduction mechanism is at least:
An engagement completion position that is a position where a state in which power transmission is not established and a state in which power transmission is established is switched between the engagement member and the first reduction mechanism;
A state where power transmission is established between the engagement member and the first reduction mechanism, and a pressing completion position which is a position when the actuator is operated to the stopper;
A position immediately before disengagement set between the engagement completion position and the pressing completion position;
2. The power transmission control device according to claim 1, wherein in the preliminary operation process, the actuator is operated so that the positional relationship in the axial direction between the engagement member and the first reduction mechanism is set to a position immediately before the disengagement. .
The power transmission control device according to claim 2, wherein the position immediately before the disengagement is a position away from the pressing completion position by a predetermined distance.
The first reduction mechanism has a first idler gear provided to rotate relative to the one shaft,
The second reduction mechanism has a second idler gear provided to rotate relative to the one shaft,
Engagement / disengagement switching between the engagement member and the first reduction mechanism and the second reduction mechanism is performed by switching engagement / disengagement between the engagement member and the first idler gear and the second idler gear, respectively. It implement | achieves The power transmission control apparatus of Claim 2 or Claim 3.
An impact absorbing mechanism is provided in the power transmission path from the actuator drive source to the switching mechanism,
5. The power transmission according to claim 1, further comprising an operation amount detection unit that detects an operation amount of the actuator between the drive source and the shock absorbing mechanism on the power transmission path. Control device.
The power transmission control device according to any one of claims 1 to 5, wherein, in the switching request prediction process, a switching request is predicted based on at least vehicle speed information and accelerator opening information.
The power transmission control according to any one of claims 1 to 6, wherein, in the preliminary operation process, the operation speed of the actuator is controlled based on at least vehicle speed information and accelerator opening information. apparatus.