JP2022130198A - vehicle controller - Google Patents

Abstract

To provide a vehicle control device capable of curbing an increase in a transmission period required for down shifting in a vehicle comprising a vehicle transmission including a switch mechanism switching connection and disconnection states between a rotary shaft and a shift gear.SOLUTION: When down shifting, a vehicle control device executes: (a) release control of a K1 clutch and off control of a double engagement prevention mechanism concurrently with rotation synchronization control to synchronize a rotation speed of a drive source with a synchronization rotation speed corresponding to a gear stage after down shifting; (b) barrel position adjustment control to rotate a shift barrel by a neutral standby rotation angle θnw which is larger than a stopper rotation angle θs, in a second direction, to prevent rotation of the shift barrel after the double engagement prevention mechanism is put into a free state and which makes each of switch mechanisms neutral; and (c) on control of the double engagement prevention mechanism and engagement control of the K1 clutch after the shift barrel is rotated by the neutral standby rotation angle θnw.SELECTED DRAWING: Figure 11

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to prevention of double meshing in a vehicle transmission provided with a switching mechanism for switching between the disengagement and connection states between a rotary shaft and a transmission gear.

Vehicle transmissions have been proposed that can suppress the loss of torque that occurs during a shift transition period. A vehicle transmission described in Patent Document 1 is one of them. In the vehicle transmission described in Patent Document 1, switching is performed to connect and disconnect a rotating shaft, which is an input shaft of the vehicle transmission, and a pair of speed change gears provided rotatably relative to the rotating shaft. A plurality of mechanisms are provided. When the switching mechanism is moved toward the transmission gear in the axial direction of the rotating shaft by the shift mechanism, the gear-side meshing teeth of the transmission gear and the switching meshing teeth of the switching mechanism are engaged with each other, so that the rotating shaft and the transmission are engaged with each other. Gears are integrally rotated via a switching mechanism.

Here, the switching mechanism that connects between the pre-shift gear that establishes the pre-shift gear (shift stage) and the rotating shaft is referred to as the disconnecting side switching mechanism. A switching mechanism that connects between the speed change gear and the rotating shaft will be referred to as a connection-side switching mechanism. In control for upshifting a vehicle transmission, when the connection-side switching mechanism switches to a state in which power can be transmitted between the post-shift gear and the rotating shaft, the disconnecting-side switching mechanism switches the pre-shift gear and the rotating shaft. The transmission of power between and is interrupted to prevent double meshing and to suppress torque loss that occurs during a shift transition period. Further, a double mesh prevention mechanism is provided to prevent the occurrence of double mesh when the vehicle transmission is downshifted unintentionally.

JP 2020-133897 A

In the vehicle transmission described in Patent Document 1, when the vehicle transmission is downshifted, the operation of the double mesh prevention mechanism is turned off (released) and the post-shift shift is performed by the connection side switching mechanism. It is conceivable to implement a downshift with a connection between the gear and the rotary shaft. However, when the operation of the double mesh prevention mechanism is turned off, it is necessary to release the clutch provided between the driving force source and the vehicle transmission in order to prevent double mesh from occurring due to malfunction. , the power transmission to the rotating shaft is interrupted. Therefore, if the clutch disengagement control and the rotation synchronization control for setting the rotational speed of the rotating shaft to the synchronous rotational speed according to the gear position after the downshift are executed in parallel, the rotational speed of the rotating shaft is required for shifting. There is a possibility that the synchronous rotation speed cannot be satisfied. Therefore, in order to execute the clutch release control, it is necessary to wait for the completion of the rotation synchronization by the rotation synchronization control, which may increase the shift period.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle equipped with a vehicle transmission including a switching mechanism for switching the connection/disconnection state between a rotary shaft and a transmission gear. In the above, an object of the present invention is to provide a vehicle control device capable of suppressing an increase in the shift period in downshifting.

The gist of the first invention is (a) a driving force source, driving wheels, a vehicle transmission provided in a power transmission path between the driving force source and the driving wheels, and the power transmission (b) the vehicle transmission is connected to either an input shaft or an output shaft of the vehicle transmission; a pair of speed change gears provided rotatably on the rotary shaft and having gear-side meshing teeth; and a pair of speed change gears disposed between the pair of speed change gears in the axial direction of the rotary shaft. a plurality of switching mechanisms having switching mesh teeth that can be meshed with the gear-side mesh teeth of each of the gear-side mesh teeth of the vehicle (c) each of the plurality of switching mechanisms rotates relative to the rotary shaft; a first ring provided to be non-rotatable and relatively movable in the axial direction; a second ring provided to be non-rotatable relative to the rotating shaft and relatively movable in the axial direction; (d) a switching mechanism spring disposed between the first ring and the second ring and biasing the first ring and the second ring in a direction in which the first ring and the second ring are attracted to each other; and rotating in a first direction to move the plurality of switching mechanisms in the axial direction to sequentially upshift the vehicle transmission to a high speed gear stage side, and in a direction opposite to the first direction. a barrel that rotates in two directions to move the plurality of switching mechanisms in the axial direction to sequentially downshift the vehicle transmission to a lower speed gear, and rotating the barrel in the first direction. Double engagement prevention that allows switching between a one-way clutch state that allows and prevents rotation of the barrel in the second direction and a free state that allows rotation of the barrel in the first direction and the second direction. (e) when the vehicle transmission is downshifted, (e-1) the rotation speed of the driving force source is changed to the gear stage after the downshift. In parallel with the rotation synchronization control for synchronizing with the synchronous rotation speed according to, (e-2) the off control The double meshing prevention mechanism is in the free state due to A third rotation in which the barrel is prevented from rotating in the second direction afterward between a first rotational position for establishing a gear stage before downshifting and a second rotational position for establishing a gear stage after downshifting. (e-3) executing barrel position adjustment control for rotating the barrel to a fourth rotation position that is located on the second direction side of the position and in which each of the plurality of switching mechanisms is neutral; and (e-3) the barrel position After the barrel is rotated to the fourth rotation position by adjustment control, ON control for bringing the double mesh prevention mechanism into the one-way clutch state and engagement control of the clutch are executed.

According to the vehicle control device of the first aspect of the invention, when the vehicle transmission is downshifted, (a) the rotational speed of the driving force source is changed to a synchronous rotational speed corresponding to the gear position after the downshift. In parallel with the rotation synchronization control for synchronizing with After entering the free state, the barrel is rotated in the second direction between a first rotational position for establishing a gear stage before downshifting and a second rotational position for establishing a gear stage after downshifting. (c ) After the barrel is rotated to the fourth rotation position by the barrel position adjustment control, ON control for placing the double mesh prevention mechanism in the one-way clutch state and engagement control for the clutch are executed. In this manner, when the vehicle transmission is downshifted, the clutch is released in parallel with the rotation synchronization control for synchronizing the rotational speed of the driving force source with the synchronous rotational speed corresponding to the gear stage after the downshift. A control and an off control that places the double mesh prevention mechanism in a free state are executed. Clutch release control and double mesh prevention mechanism off control are executed in parallel with rotation synchronization control, thereby suppressing an increase in the shift period during downshifting.

According to the vehicle control device of the second invention, in the first invention, after the double engagement prevention mechanism is brought into the one-way clutch state by the ON control and the clutch is brought into the engaged state by the engagement control, , dog engagement control is executed to rotate the barrel to the second rotation position. When the clutch is engaged, the rotation speed of the rotary shaft is set to the synchronous rotation speed. Therefore, the dog engagement control is executed after the clutch is engaged, that is, after the rotational speed of the rotary shaft reaches the synchronous rotational speed, thereby suppressing the occurrence of engagement shock.

According to the vehicle control device of the third invention, in the first invention or the second invention, the third rotation position is such that the plurality of barrels are switched between the first rotation position and the second rotation position. It is on the first direction side of the center of the rotational position range where each of the mechanisms is neutral. When the third rotational position is on the first direction side of the center of the rotational position range, compared to when the third rotational position is in the center of the rotational position range or on the second direction side of the center, the rotational position A rotational position range on the second direction side of the third rotational position in the position range can be increased. That is, it is possible to widen the rotational position range that can be selected as the fourth rotational position. As a result, when executing rotation control for rotating the barrel to the fourth rotation position, the accuracy required for controlling the rotation position of the barrel is relaxed.

1 is a schematic diagram schematically showing the structure of a vehicle transmission to which the present invention is applied; FIG. 3 is a perspective view of a shift mechanism that moves the switching mechanism shown in FIG. 1 in the axial direction of the input shaft; FIG. 3 is an exploded perspective view of the first switching mechanism shown in FIG. 2; FIG. FIG. 10 is a diagram schematically showing operating states of the first switching mechanism and the third switching mechanism during running in the fourth gear; FIG. 5 is a diagram showing, in chronological order, operating states of the first switching mechanism and the third switching mechanism during an upshift transition period from the 4th gear to the 5th gear of the vehicle transmission. FIG. 4 is a diagram showing, in chronological order, operating states of the first switching mechanism and the third switching mechanism during a downshift transition period from the fifth gear to the fourth gear of the vehicle transmission. FIG. 3 is a diagram illustrating a shift actuator, a double mesh prevention mechanism, and a detent mechanism provided in the shift mechanism shown in FIG. 1; The shape of the detent surface of the detent plate (detent pattern), the shape of the shift groove of the shift barrel (barrel pattern), and the tooth shape of the ratchet teeth of the double mesh prevention mechanism (double FIG. 2 is a diagram showing a meshing prevention mechanism pattern) and a gear stage of a transmission; FIG. 2 is a functional block diagram for explaining essential control functions of an electronic control unit that executes shift control of a vehicle transmission; FIG. 10 is an example of a flow chart for explaining the control operation of the electronic control unit shown in FIG. 9; FIG. FIG. 11 is an example of a time chart when the flowchart of FIG. 10 is executed in the downshift from the 5th gear to the 4th gear of the vehicle transmission. It is an example of a time chart according to a comparative example in downshifting from the 5th gear stage to the 4th gear stage of the vehicle transmission.

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 schematically showing the structure of a vehicle transmission 18 (hereinafter referred to as "transmission 18") to which the present invention is applied. The vehicle 10 includes a rear wheel driving device 14R using the engine 12 and the first rotating electrical machine MG1 as driving force sources, and a front wheel driving device 14F using the second rotating electrical machine MG2 as the driving force source.

In the front wheel drive device 14F, the power output from the second rotary electric machine MG2 is transmitted to the pair of front wheels 16F via the front wheel differential device 28F and the front wheel axle 30F.

The rear-wheel drive device 14R includes the engine 12, which is a source of driving force, the first rotary electric machine MG1, the K1 clutch 22, the transmission 18, the rear-wheel differential device 28R, a pair of rear-wheel axles 30R, and the like. Power output from the engine 12 and the first rotating electric machine MG1 is transmitted to the pair of rear wheels 16R via the K1 clutch 22, the transmission 18, the rear wheel differential device 28R, and the rear wheel axle 30R. A power transmission path PT is a transmission path through which power is transmitted between the engine 12 and the first rotary electric machine MG1 and the rear wheel 16R. The K1 clutch 22, the transmission 18, the rear wheel differential device 28R, and the rear wheel axle 30R are provided on the power transmission path PT. The engine 12 and the first rotating electrical machine MG1 are arranged in series on the same axis CL1 and connected to each other via a power transmission shaft 20 . Between the transmission 18 and the engine 12 and the first rotary electric machine MG1 in the power transmission path PT, a K1 clutch 22, which is a disconnecting clutch for connecting/disconnecting power transmission therebetween, is provided. The K1 clutch 22 and the rear wheel 16R respectively correspond to the "clutch" and the "drive wheel" in the present invention.

The transmission 18 has an input shaft 24 and an output shaft 26 which are arranged parallel to each other, and the rotation of the input shaft 24 is controlled by a predetermined gear ratio (also referred to as gear ratio) γ (=rotational speed of input shaft 24/output shaft 26 rotation speed) to establish a plurality of gear stages (transmission stage). The input shaft 24 is connected to the engine 12 and the first rotary electric machine MG1 via the K1 clutch 22 so as to be able to transmit power, and the output shaft 26 is capable of transmitting power to the rear wheels 16R via the rear wheel differential device 28R and the like. It is connected. The input shaft 24 is arranged to be rotatable around the axis CL1, and the output shaft 26 is arranged to be rotatable around the axis CL2. The input shaft 24 corresponds to the "rotating shaft" in the present invention, and the axis CL1 corresponds to the "axis of the rotating shaft" in the present invention.

The transmission 18 has a second gear pair 32a, a fifth gear pair 32b, a third gear pair 32c, a sixth gear pair 32d, and a first gear pair 32e in order from the engine 12 toward the rear wheel 16R in the direction of the axis CL1. , and a fourth speed gear pair 32f. Hereinafter, the 2nd speed gear pair 32a to 4th speed gear pair 32f will be referred to as "gear pair 32" unless otherwise distinguished.

The 2nd speed gear pair 32a has a 2nd speed drive gear 34a and a 2nd speed driven gear 36a, the 5th speed gear pair 32b has a 5th speed drive gear 34b and a 5th speed driven gear 36b, and the 3rd speed gear pair 32c has 3 The sixth gear pair 32d has a sixth drive gear 34d and a sixth driven gear 36d, and the first gear pair 32e has a first drive gear 34e and a first driven gear. 36e, and the fourth gear pair 32f has a fourth drive gear 34f and a fourth driven gear 36f. Hereinafter, the second-speed drive gear 34a to fourth-speed drive gear 34f will be referred to as "drive gear 34," and the second-speed driven gear 36a to fourth-speed driven gear 36f will be referred to as "driven gear 36," unless otherwise specified. In each gear pair 32, the drive gear 34 is provided rotatably relative to the input shaft 24, and the driven gear 36 is always in mesh with the drive gear 34 and fixed to the output shaft 26 so as not to rotate relative to it. When the drive gear 34 of the gear pair 32 rotates, the driven gear 36 and the output shaft 26 are rotated at a rotational speed corresponding to the gear ratio γ of the gear pair 32 . Note that the drive gear 34 corresponds to the "transmission gear" in the present invention.

In the axial direction of the input shaft 24 (the direction of the axis CL1), the transmission 18 includes a first switching mechanism 38a disposed between a second speed drive gear 34a and a fifth speed drive gear 34b, third speed drive gears 34c and 6 It includes a second switching mechanism 38b arranged between the speed drive gear 34d and a third switching mechanism 38c arranged between the first speed drive gear 34e and the fourth speed drive gear 34f. In addition, "2nd speed drive gear 34a and 5th speed drive gear 34b", "3rd speed drive gear 34c and 6th speed drive gear 34d", and "1st speed drive gear 34e and 4th speed drive gear 34f" are respectively in the present invention. It corresponds to "a pair of transmission gears". Hereinafter, the first switching mechanism 38a to the third switching mechanism 38c will be referred to as the "switching mechanism 38" unless otherwise distinguished. The switching mechanisms 38 are all arranged on the input shaft 24 and have substantially the same structure. As for the reference numerals of the members constituting the switching mechanism 38, the last suffixes of the first switching mechanism 38a, the second switching mechanism 38b, and the third switching mechanism 38c are [a], [b], and [c], respectively. If the parts other than the suffixes [a], [b], and [c] are the same among the reference numerals of the members, the members have the same function.

In the direction of the axis CL1, a gear-side meshing tooth 40a is formed on the side of the second-speed drive gear 34a facing the first switching mechanism 38a, and a gear-side meshing tooth 40a is formed on the side of the fifth-speed drive gear 34b facing the first switching mechanism 38a. A meshing tooth 40b is formed, a gear side meshing tooth 40c is formed on the side facing the second switching mechanism 38b in the 3rd speed drive gear 34c, and a gear side meshing tooth 40c is formed on the side facing the second switching mechanism 38b in the 6th speed drive gear 34d. A gear-side meshing tooth 40d is formed, a gear-side meshing tooth 40e is formed on the side of the first-speed drive gear 34e facing the third switching mechanism 38c, and a side of the fourth-speed drive gear 34f facing the third switching mechanism 38c is formed. are formed with gear-side meshing teeth 40f. Hereinafter, the gear-side meshing teeth 40a to 40f will be referred to as "gear-side meshing teeth 40" unless otherwise distinguished.

The switching mechanism 38 connects either one of the drive gears 34 facing in the direction of the axis CL1 to the input shaft 24 and rotates integrally with the input shaft 24, or both of the drive gears 34 facing in the direction of the axis CL1. and the input shaft 24 to cut off the power transmission between them and the input shaft 24 to rotate them relative to each other. The transmission 18 is configured to be capable of shifting to six forward gear stages by switching the operation states of the switching mechanisms 38 . The operating state of each switching mechanism 38 is switched by moving the switching mechanism 38 in the direction of the axis CL1 by the shift mechanism 42 .

When the second drive gear 34a and the input shaft 24 are connected via the first switching mechanism 38a, the second gear stage 2nd of the transmission 18 is established. When the fifth-speed drive gear 34b and the input shaft 24 are connected via the first switching mechanism 38a, the fifth-speed gear stage 5th of the transmission 18 is established. When the 3rd speed drive gear 34c and the input shaft 24 are connected via the second switching mechanism 38b, the 3rd speed 3rd of the transmission 18 is established. When the sixth-speed drive gear 34d and the input shaft 24 are connected via the second switching mechanism 38b, the sixth-speed gear stage 6th of the transmission 18 is established. When the first-speed drive gear 34e and the input shaft 24 are connected via the third switching mechanism 38c, the first-speed gear stage 1st of the transmission 18 is established. When the fourth-speed drive gear 34f and the input shaft 24 are connected via the third switching mechanism 38c, the fourth-speed gear stage 4th of the transmission 18 is established.

The gear ratio γ decreases from the 1st gear 1st to the 2nd gear 2nd, the 3rd gear 3rd, the 4th gear 4th, the 5th gear 5th, and the 6th gear 6th. The first gear stage 1st is a low gear stage with the largest gear ratio γ, and the sixth gear stage 6th is a high gear stage with the smallest gear ratio γ.

2 is a perspective view of a shift mechanism 42 that moves the switching mechanism 38 shown in FIG. 1 in the direction of the axis CL1 of the input shaft 24. As shown in FIG. In FIG. 2, the second switching mechanism 38b and the third switching mechanism 38c are shown, and the first switching mechanism 38a is omitted. The second drive gear 34a, fifth drive gear 34b, third drive gear 34c, and fourth drive gear 34f are also omitted in FIG. As for the reference numerals of the members constituting the shift mechanism 42, the last suffix is [ a][b][c]. If the parts other than the suffixes [a], [b], and [c] are the same among the reference numerals of the members, the members have the same function.

The shift mechanism 42 includes a shift fork 46a fitted to the first switching mechanism 38a, a shift fork 46b fitted to the second switching mechanism 38b, a shift fork 46c fitted to the third switching mechanism 38c, and a shift fork 46a. , 46b and 46c, a shift barrel 54 having shift grooves 56a, 56b and 56c for defining respective positions of the shift forks 46a, 46b and 46c, and the shift barrel 54 being rotated. a shift actuator 58 (see FIGS. 1 and 7), a double mesh prevention mechanism DPS (see FIG. 7), and a detent mechanism 150 (see FIG. 7). The holding shaft 52 and shift barrel 54 are arranged parallel to the input shaft 24 . Note that the shift barrel 54 corresponds to the "barrel" in the present invention.

Since the shift forks 46a, 46b, and 46c have substantially the same structure, the structure of the shift fork 46b will be described below as a representative. The shift fork 46b has a fitting portion 48b that fits into an annular groove 60b formed on the outer peripheral side of the second switching mechanism 38b, and a holding portion 50b that is held by a holding shaft 52. As shown in FIG. Since the holding shaft 52 passes through the holding portion 50b, the shift fork 46b is held by the holding shaft 52 so as to be movable in the axial direction of the holding shaft 52 (same as the direction of the axis CL1).

A projection 62b (not shown) is formed on the holding portion 50b, and the projection 62b engages with the shift groove 56b of the shift barrel 54. As shown in FIG. The shift groove 56b is formed along the circumferential direction of the shift barrel 54, and a portion of the shift groove 56b in the circumferential direction is bent in the axial direction of the shift barrel 54 (same as the direction of the axis CL1). When the shift barrel 54 rotates, the shift fork 46b is moved in the axial direction of the holding shaft 52 along the shape of the shift groove 56b. When the shift fork 46b is moved in the axial direction of the holding shaft 52, the second switching mechanism 38b engaged with the shift fork 46b is moved in the direction of the axis CL1 of the input shaft 24 in conjunction with the shift fork 46b.

The shift grooves 56a, 56b, and 56c are different in the position of the portion bent in the axial direction in the circumferential direction of the shift barrel 54, respectively. As the shift barrel 54 rotates in one direction (hereinafter referred to as "first direction"), the transmission 18 sequentially upshifts from the first gear stage 1st to the sixth gear stage 6th, and the shift barrel rotates. 54 rotates in a direction opposite to the first direction (hereinafter referred to as "second direction"), so that the transmission 18 sequentially downshifts from the sixth gear stage 6th toward the first gear stage 1st. , bent portions of the shift grooves 56a, 56b and 56c. That is, the shift mechanism 42 moves the switching mechanism 38 in the direction of the axis CL1 so that the transmission 18 is sequentially upshifted by rotating the shift barrel 54 in the first direction, and the shift barrel 54 rotates in the second direction. It is configured to move the switching mechanism 38 in the direction of the axis CL1 so that the transmission 18 is sequentially downshifted by being rotated.

Further, the shape of the shift grooves 56a, 56b, and 56c is such that the connection/disengagement state of each switching mechanism 38 is switched at appropriate timing in the transitional period between upshift and downshift, that is, the shift process proceeds at appropriate timing. is formed.

FIG. 3 is an exploded perspective view of the first switching mechanism 38a shown in FIG. Since the switching mechanisms 38 have substantially the same structure, the structure of the first switching mechanism 38a will be described below as a representative.

The first switching mechanism 38a includes a cylindrical sleeve 64a, a disk-shaped first dog ring 66a, a disk-shaped second dog ring 68a, and a plurality of switches disposed between the first dog ring 66a and the second dog ring 68a. springs 70a. Hereinafter, unless otherwise distinguished, the first dog rings 66a, 66b and 66c are referred to as "first dog rings 66", the second dog rings 68a, 68b and 68c are referred to as "second dog rings 68", and the springs 70a, 70b, 70c is described as "spring 70". The first dog ring 66, the second dog ring 68 and the spring 70 respectively correspond to the "first ring", the "second ring" and the "switching mechanism spring" in the present invention.

Spline teeth for spline-fitting with the input shaft 24 are formed on the inner peripheral portion of the sleeve 64a. The sleeve 64a is spline-fitted with the input shaft 24 after assembly. Spline teeth 72a for spline-fitting with the first dog ring 66a and the second dog ring 68a are formed on the outer peripheral surface of the sleeve 64a.

In the direction of the axis CL1, the first dog ring 66a is arranged adjacent to the second drive gear 34a, and the second dog ring 68a is arranged adjacent to the fifth drive gear 34b. Spline teeth 74a and 76a for spline-fitting with spline teeth 72a provided on the sleeve 64a are formed on the inner peripheral portions of the first dog ring 66a and the second dog ring 68a, respectively. After assembly, the first dog ring 66a and the second dog ring 68a are spline-fitted to the sleeve 64a so that the first dog ring 66a and the second dog ring 68a cannot rotate relative to the input shaft 24 and do not rotate relative to the input shaft 24. In contrast, it is relatively movable in the direction of the axis line CL1.

An L-shaped notch 78a is formed along the entire circumference of the first dog ring 66a on the side facing the second dog ring 68a in the direction of the axis CL1 at the outer peripheral end of the first dog ring 66a. An L-shaped notch 80a is formed over the entire circumference of the outer peripheral end of the second dog ring 68a on the side facing the first dog ring 66a in the direction of the axis CL1. When the first dog ring 66a and the second dog ring 68a are assembled together, the L-shaped cutouts 78a and 80a form an annular groove 60a.

The first dog ring 66a comprises a first meshing tooth 84a and a second meshing tooth 92a. The first meshing tooth 84a is provided so as to protrude from the surface of the first dog ring 66a facing the second-speed drive gear 34a in the direction of the axis CL1 toward the gear-side meshing tooth 40a of the second-speed drive gear 34a. It can mesh with 40a. The second meshing tooth 92a is provided to protrude from the surface of the first dog ring 66a facing the fifth-speed drive gear 34b in the direction of the axis CL1 toward the gear-side meshing tooth 40b of the fifth-speed drive gear 34b. 40b can be meshed. The second dog ring 68a comprises a first meshing tooth 90a and a second meshing tooth 86a. The first meshing tooth 90a is provided to protrude from the surface of the second dog ring 68a facing the fifth-speed drive gear 34b in the direction of the axis CL1 toward the gear-side meshing tooth 40b of the fifth-speed drive gear 34b. 40b can be meshed. The second meshing tooth 86a is provided to protrude from the surface of the second dog ring 68a facing the second-speed drive gear 34a in the direction of the axis CL1 toward the gear-side meshing tooth 40a of the second-speed drive gear 34a. It can mesh with 40a. In the assembled state of the first dog ring 66a and the second dog ring 68a, the second meshing tooth 86a is meshed with the gear side meshing tooth 40a by penetrating the through hole 96a formed in the first dog ring 66a in the direction of the axis CL1. The second meshing tooth 92a can be meshed with the gear-side meshing tooth 40b by passing through a through hole 94a formed in the second dog ring 68a in the direction of the axis CL1.

The first meshing tooth 84a and the second meshing tooth 86a function as meshing teeth for the second gear stage 2nd, and the first meshing teeth 90a and the second meshing teeth 92a function as meshing teeth for the fifth gear stage 5th. do. A plurality of first meshing teeth 84a, second meshing teeth 86a, first meshing teeth 90a, and second meshing teeth 92a are arranged, for example, at equal angular intervals in the circumferential direction. The first meshing teeth 84a, 90a and the second meshing teeth 86a, 92a correspond to "switching meshing teeth" in the present invention. Hereinafter, unless otherwise distinguished, the first meshing teeth 84a, 84b, 84c are referred to as "first meshing teeth 84", the second meshing teeth 86a, 86b, 86c are referred to as "second meshing teeth 86", and the second meshing teeth 86a, 86b, 86c are referred to as "second meshing teeth 86". The first meshing teeth 90a, 90b, 90c are referred to as "first meshing teeth 90", and the second meshing teeth 92a, 92b, 92c are referred to as "second meshing teeth 92".

The first dog ring 66a and the second dog ring 68a are connected by a spring 70a disposed between the first dog ring 66a and the second dog ring 68a, and are urged by the spring 70a in a mutually attracting direction. When no external force is applied to the first switching mechanism 38a, the surfaces of the first dog ring 66a and the second dog ring 68a that face each other are brought into contact with each other. In this state, the second meshing tooth 86a extends through the through hole 96a to the same height as the first meshing tooth 84a, and the second meshing tooth 92a extends through the through hole 94a to the same height as the first meshing tooth 90a. It protrudes in height. The connection structure of the first dog ring 66a and the second dog ring 68a by the spring 70a is a well-known technique, and therefore the description thereof is omitted.

The second switching mechanism 38b includes first meshing teeth 84b and second meshing teeth 86b that can mesh with the gear-side meshing teeth 40c of the third-speed drive gear 34c, and can mesh with the gear-side meshing teeth 40d of the sixth-speed drive gear 34d. a first meshing tooth 90b and a second meshing tooth 92b. The third switching mechanism 38c includes first meshing teeth 84c and second meshing teeth 86c that can mesh with the gear-side meshing teeth 40e of the first-speed drive gear 34e, and can mesh with the gear-side meshing teeth 40f of the fourth-speed drive gear 34f. a first meshing tooth 90c and a second meshing tooth 92c.

FIG. 4 is a diagram schematically showing the operating states of the first switching mechanism 38a and the third switching mechanism 38c during running in the fourth gear 4th. In FIG. 4, each of the gear-side meshing teeth 40a, the first switching mechanism 38a, the gear-side meshing teeth 40b, the gear-side meshing teeth 40e, the third switching mechanism 38c, and the gear-side meshing teeth 40f has a flat surface in the circumferential direction. It is shown in simplified form in an expanded state. Note that the second switching mechanism 38b is omitted in FIG.

In the first switching mechanism 38a, the first dog ring 66a and the second dog ring 68a are pulled together and brought into contact with each other by the biasing force of the spring 70a. The first meshing tooth 84a and the second meshing tooth 86a are arranged so as to be continuous in the rotational direction. The first meshing tooth 90a and the second meshing tooth 92a are arranged so as to be continuous in the rotational direction.

The fitting portion 48a of the shift fork 46a is fitted into the recessed groove 60a at the outer peripheral end portion of the first switching mechanism 38a. A projection 62a indicated by a black circle in FIG. 4 is formed on the shift fork 46a, and the projection 62a is engaged with the shift groove 56a.

In FIG. 4, the downward direction on the page indicates the first direction (rotating direction of the shift barrel 54 that shifts up), and the upward direction on the page indicates the second direction (rotating direction of the shift barrel 54 that downshifts). there is When the position of the protrusion 62a in the direction of the axis CL1 changes according to the shape of the shift groove 56a by rotating the shift barrel 54 in the first direction or the second direction, the shift fork 46a and the first switching mechanism 38a change the shape of the shift groove 56a. along the axis CL1 direction of the input shaft 24 . Since the structure of the third switching mechanism 38c is substantially the same as that of the first switching mechanism 38a, detailed description thereof will be omitted.

In FIG. 4, the lower part of the paper indicated by the white arrow indicates the direction of rotation of the input shaft 24 when moving forward. Since the first switching mechanism 38a and the third switching mechanism 38c are not rotatable relative to the input shaft 24, they move downward in FIG. 4 during forward travel. In addition, power can be transmitted to the input shaft 24 through the first switching mechanism 38a or the third switching mechanism 38c among the second-speed drive gear 34a, fifth-speed drive gear 34b, first-speed drive gear 34e, and fourth-speed drive gear 34f. , moves downward in FIG. 4 during forward travel. Inclined surfaces 98a, 100a, 98c and 100c are formed on the first meshing teeth 84a, 90a, 84c and 90c, respectively.

Neutral in the switching mechanism 38 means a state in which the switching mechanism 38 is prevented from meshing with any of the gear-side meshing teeth 40 and the power transmission between the drive gear 34 and the input shaft 24 is interrupted, that is, the interrupted state. As shown in FIG. 4, the shift fork 46a is positioned in the direction of the axis CL1 to block power transmission between the second-speed drive gear 34a and the fifth-speed drive gear 34b and the input shaft 24 (also referred to as the neutral position N or neutral position N). has been moved to By setting the shift fork 46a to the neutral position N, the first switching mechanism 38a is set to neutral.

Since the shift fork 46c is moved toward the fourth-speed drive gear 34f in the direction of the axis CL1, the first meshing tooth 90c of the third switching mechanism 38c and the gear-side meshing tooth 40f of the fourth-speed drive gear 34f are meshed. The third switching mechanism 38c is in the connected state. As a result, the fourth-speed drive gear 34f and the input shaft 24 are connected via the third switching mechanism 38c so as to be capable of transmitting power, thereby establishing the fourth-speed gear 4th. Note that the second switching mechanism 38b (not shown) is moved to the neutral position N in the direction of the axis CL1 while the vehicle is running in the fourth gear 4th.

FIG. 5 is a diagram showing in chronological order the operating states of the first switching mechanism 38a and the third switching mechanism 38c during an upshift transition period from the fourth gear stage 4th to the fifth gear stage 5th of the transmission 18. As shown in FIG. During the upshift transition period, the first switching mechanism 38a and the third switching mechanism 38c operate in the order of (a) to (f) shown in FIG. The second switching mechanism 38b (not shown) is maintained at the neutral position N during the upshift transition period from the 4th gear 4th to the 5th gear 5th.

FIG. 5(a) shows the state during running in the 4th gear 4th (that is, before the upshift is started). Since this state is the same as that of FIG. 4 described above, the description thereof is omitted.

FIG. 5(b) shows the operating state immediately after the upshift is started. By rotating the shift barrel 54 in the first direction, the first dog ring 66c of the third switching mechanism 38c is moved away from the fourth-speed drive gear 34f (to the left on the page). In this state, power is transmitted between the first meshing tooth 90c and the gear-side meshing tooth 40f. Therefore, the first meshing tooth 90c and the gear-side meshing tooth 40f are kept in mesh with each other against the elastic restoring force of the spring 70c by the frictional resistance between them. That is, the spring 70c is elastically deformed, and the first dog ring 66c and the second dog ring 68c of the third switching mechanism 38c are separated from each other.

FIG. 5(c) shows a state in which the first switching mechanism 38a moves toward the fifth drive gear 34b (to the right in the drawing) by further rotating the shift barrel 54 in the first direction. In this state, the first meshing tooth 90a and the gear-side meshing tooth 40b can be meshed. FIG. 5(c) shows the state before the first meshing tooth 90a and the gear-side meshing tooth 40b mesh with each other.

FIG. 5(d) shows a state in which the first meshing tooth 90a and the gear-side meshing tooth 40b are meshed. Since the rotation speed of the first switching mechanism 38a is faster than the rotation speed of the fifth drive gear 34b, the first meshing tooth 90a and the gear-side meshing tooth 40b are quickly meshed in the state of FIG. 5(c). . At this time, the first meshing tooth 90a of the first switching mechanism 38a and the gear-side meshing tooth 40b of the fifth-speed drive gear 34b are meshed, and the first meshing tooth 90c of the third switching mechanism 38c and the gear of the fourth-speed drive gear 34f are engaged. A simultaneous meshing state in which the side meshing teeth 40f are meshed is brought about. The simultaneous meshing state shown in FIG. 5(d) is formed only for a very short period of time.

FIG. 5(e) shows a state in which the first meshing tooth 90c and the gear-side meshing tooth 40f are disengaged. In FIG. 5D, when the first meshing tooth 90a and the gear side meshing tooth 40b are meshed, the input shaft 24 is rotated at a rotational speed corresponding to the fifth gear stage 5th, and the first meshing tooth 90c is meshed with the gear side meshing tooth. The engagement with the tooth 40f is released. As a result, the third switching mechanism 38c is switched to the blocked state.

FIG. 5(f) shows a state in which the second dog ring 68c of the third switching mechanism 38c is pulled toward the first dog ring 66c. In FIG. 5(e), when the first meshing tooth 90c and the gear side meshing tooth 40f are disengaged, the frictional resistance acting between the first meshing tooth 90c and the gear side meshing tooth 40f Gone. Therefore, the elastic restoring force of the spring 70c pulls the second dog ring 68c toward the first dog ring 66c. This completes the shifting of the transmission 18 to the fifth gear 5th.

Thus, when the first meshing tooth 90a of the first switching mechanism 38a and the gear-side meshing tooth 40b of the fifth-speed drive gear 34b are meshed, the first meshing tooth 90c of the third switching mechanism 38c and the fourth-speed drive gear 34f are engaged. Since the meshing with the gear-side meshing tooth 40f is immediately released, the loss of torque during the upshift transitional period is prevented. Although FIG. 5 illustrates an upshift from the 4th gear 4th to the 5th gear 5th as an example, other upshifts (for example, from the 2nd gear 2nd to the 3rd gear 3rd) are explained. (upshift) is also upshifted in the same procedure, and torque omission in the upshift transitional period is prevented.

FIG. 6 is a diagram showing in chronological order the operating states of the first switching mechanism 38a and the third switching mechanism 38c during a downshift transition period from the fifth gear stage 5th to the fourth gear stage 4th of the transmission 18. As shown in FIG. In the downshift transition period, the first switching mechanism 38a and the third switching mechanism 38c operate in the order of (a) to (e) shown in FIG. The second switching mechanism 38b (not shown) is maintained at the neutral position N during the downshift transition period from the fifth gear 5th to the fourth gear 4th. In downshifting, unlike the above-described upshifting, simply rotating the shift barrel 54 is not enough, and torque control of the input torque Tin [Nm] input to the transmission 18 (input shaft 24) is required.

FIG. 6(a) shows the state during running in the fifth gear 5th (that is, before the start of the downshift). Since this state is the same as that of FIG. 5(f) described above, the description thereof will be omitted.

FIG. 6(b) shows the operating state immediately after the downshift is started. Rotation of the shift barrel 54 in the second direction causes the first dog ring 66a of the first switching mechanism 38a to move away from the fifth-speed drive gear 34b (to the left in the drawing). In this state, the frictional resistance between the first meshing tooth 90a and the gear-side meshing tooth 40b maintains meshing between the first meshing tooth 90a and the gear-side meshing tooth 40b against the elastic restoring force of the spring 70a. ing. That is, the first dog ring 66a and the second dog ring 68a of the first switching mechanism 38a are separated from each other.

FIG. 6(c) shows that, for example, the torque-down control of the driving force source is executed, so that the input torque Tin input to the transmission 18 is reduced, and the first meshing tooth 90a and the gear-side meshing tooth 40b are engaged. is released. Torque down control is control to reduce the input torque Tin input to the transmission 18 by reducing the engine torque Te [Nm] or the MG1 output torque Tmg1 [Nm] of the first rotary electric machine MG1. When the torque down control is executed, the input torque Tin input to the transmission 18 (input shaft 24) via the engaged K1 clutch 22 is reduced, so that the first meshing tooth 90a and the gear side meshing tooth 40b are reduced. Frictional resistance between Therefore, the force due to the frictional resistance becomes smaller than the elastic restoring force of the spring 70a, and the elastic restoring force of the spring 70a moves the second dog ring 68a away from the gear-side meshing tooth 40b. As a result, the first switching mechanism 38a is switched to the cut-off state. In the state shown in FIG. 6(c), the second switching mechanism 38b and the third switching mechanism 38c are also in the blocked state, and the power transmission path PT in the transmission 18 is blocked.

FIG. 6(d) shows a state in which the third switching mechanism 38c has moved in a direction (rightward on the page) to approach the fourth-speed drive gear 34f by further rotating the shift barrel 54 in the second direction. In this state, blipping control is executed to synchronize the rotation speed of the third switching mechanism 38c with the rotation speed of the fourth drive gear 34f, for example, prior to the movement of the third switching mechanism 38c.

FIG. 6(e) shows a state in which the first meshing tooth 90c and the gear-side meshing tooth 40f are meshed. When the third switching mechanism 38c is moved toward the fourth-speed drive gear 34f and the phases of the third switching mechanism 38c and the fourth-speed drive gear 34f are matched, the first meshing tooth 90c and the gear-side meshing tooth 40f are meshed. be done. This completes the shifting of the transmission 18 to the fourth gear stage 4th.

FIG. 6 shows an example of a downshift transition period from the fifth gear stage 5th to the fourth gear stage 4th of the transmission 18, but a downshift in another mode (for example, from the third gear stage 3rd to the fourth gear stage) is shown. A downshift transition period to the second gear (2nd) is also downshifted in the same manner.

By the way, it is conceivable that the shift barrel 54 is unintentionally rotated in the second direction due to malfunction of the electronic control unit 200, failure of the electric actuator 116, or the like while the vehicle 10 is running. In this case, in the transmission 18, a downshift from, for example, the fifth gear stage 5th to the fourth gear stage 4th is executed. Since it is not executed, the first meshing teeth 90c and 4 of the third switching mechanism 38c are engaged while the first meshing teeth 90a of the first switching mechanism 38a and the gear-side meshing teeth 40b of the fifth-speed drive gear 34b are kept in mesh. There is a possibility that double meshing with the gear-side meshing teeth 40f of the gear drive gear 34f will occur. It should be noted that the double meshing is not limited to downshifting from fifth gear 5th to fourth gear 4th, but also other forms of downshifting (for example, downshifting from third gear 3rd to second gear 2nd). This also occurs in

FIG. 7 is a diagram illustrating the shift actuator 58, the double mesh prevention mechanism DPS, and the detent mechanism 150 provided in the shift mechanism 42 shown in FIG. FIG. 7 is a view looking in the direction indicated by arrow A shown in FIG.

Shift actuator 58 includes pinion 110 , rack 112 and electric actuator 116 . The pinion 110 is provided integrally with the shift barrel 54 and is rotated integrally with the shift barrel 54 . The rack 112 is formed in a longitudinal shape, and meshing teeth 114 that mesh with the pinion 110 are formed in the longitudinal direction. When the rack 112 is moved longitudinally by the electric actuator 116, the pinion 110 and the shift barrel 54, which mesh with the meshing teeth 114 of the rack 112, are rotated. Electric actuator 116 is driven by a drive signal Sact output from electronic control unit 200 . 7, the clockwise direction of the shift barrel 54 (and the pinion 110) corresponds to the first direction, and the counterclockwise direction corresponds to the second direction. The direction in which the rack 112 moves to the right side of the paper surface corresponds to the first direction, and the direction in which the rack 112 moves to the left side of the paper surface corresponds to the second direction.

The double mesh prevention mechanism DPS has a one-way clutch state (ON state) that allows rotation of the shift barrel 54 in the first direction and prevents rotation in the second direction, It is configured to be switchable between a free state (off state, released state) that allows rotation in any direction.

The double mesh prevention mechanism DPS includes a double mesh prevention gear 118, a stopper member 122, and a switching actuator 126, for example.

Double mesh prevention gear 118 is provided integrally with shift barrel 54 and is rotated integrally with shift barrel 54 . The double mesh prevention gear 118 is formed with ratchet teeth 120 having at least the same number of teeth as the number of gear stages of the transmission 18 . The ratchet teeth 120 each have a stopper surface 128 formed in a direction (normal direction) perpendicular to the rotation direction of the shift barrel 54, and an inclined surface 130 formed along the rotation direction of the shift barrel 54. , have

The stopper member 122 is configured to contact the ratchet teeth 120 and is rotatable about the rotating portion 124 to a first position indicated by a solid line and a second position indicated by a broken line in FIG.

The switching actuator 126 includes a case 132 , a piston 134 , a rod 136 , a spring 138 and a solenoid 140 and switches the rotating position of the stopper member 122 . Case 132 is cylindrical. The piston 134 is slidably housed inside the case 132 . The rod 136 has one end (tip) protruding from the case 132 and the other end connected to the piston 134 . An end of the stopper member 122 is connected to the tip of the rod 136 . A spring 138 biases the piston 134 within the case 132 in a direction opposite to the direction in which the rod 136 protrudes from the case 132 . The solenoid 140 causes the piston 134 to generate thrust in the direction in which the rod 136 protrudes from the case 132 . A switching current (driving current) corresponding to the switching signal Schg of the switching actuator 126 is output from the electronic control unit 200 to the solenoid 140 . The stopper member 122 is rotated around the rotating portion 124 according to the position of the tip of the rod 136 .

When the switching current is not supplied to the solenoid 140, the stopper member 122 is rotated to the first position (solid line). When the stopper member 122 is at the first position (solid line), the stopper member 122 is in a first stopper state in which the stopper surface 128 of the ratchet tooth 120 can abut.

When the double mesh prevention gear 118 that rotates integrally with the shift barrel 54 in the first stopper state unintentionally rotates counterclockwise, the end of the stopper member 122 is brought into contact with the stopper surface 128. Thus, counterclockwise rotation of the shift barrel 54 is prevented, i.e., double meshing of the transmission 18 that occurs with rotation of the shift barrel 54 in the second direction is prevented. Further, the switching mechanism 38 is set to be moved to the neutral position N when the stopper member 122 is in contact with the stopper surface 128 . As a result, when a failure (on-fail) in which the K1 clutch 22 is not released during running, for example, the shift barrel 54 is rotated in the second direction to bring the stopper member 122 and the stopper surface 128 into contact with each other. , the transmission 18 can be switched to a state in which the power transmission path PT is cut off.

In the first stopper state, when the double mesh prevention gear 118 rotating integrally with the shift barrel 54 rotates clockwise, the stopper member 122 climbs over the slope 130 formed on the double mesh prevention gear 118. , rotation of the shift barrel 54 is permitted, i.e., rotation of the shift barrel 54 is permitted in the first direction to permit an upshift of the transmission 18 . As described above, when the switching current is not supplied to the solenoid 140, the stopper member 122 is moved to the first position (solid line), thereby bringing the double mesh prevention mechanism DPS into the one-way clutch state.

When the switching current is supplied to the solenoid 140, the stopper member 122 is rotated to the second position (broken line). When the stopper member 122 is at the second position (broken line), the stopper member 122 is in a second stopper state in which the stopper surface 128 is not contacted. In the second stopper state, the stopper member 122 does not come into contact with the stopper surface 128 regardless of the direction of rotation of the double mesh prevention gear 118 that rotates integrally with the shift barrel 54 . Rotation in two directions is allowed. Thus, when the switching current is supplied to the solenoid 140, the double mesh prevention mechanism DPS is in the free state.

The detent mechanism 150 is a moderation mechanism for restricting the shift barrel 54 to a rotational position corresponding to the gear stage when the transmission 18 is shifted to a predetermined gear stage. Detent mechanism 150 includes detent plate 152 , ball 154 and spring 156 . The detent plate 152 is provided integrally with the shift barrel 54 and has a disc shape that is rotated integrally with the shift barrel 54 . A detent surface 158 is formed on the outer peripheral portion of the detent plate 152 and has a wavy shape that changes periodically. A spring 156 provides a biasing force that presses the ball 154 against the detent surface 158 . Ball 154 is pressed against detent surface 158 . A predetermined gear stage of the transmission 18 is set in a state where the balls 154 are pressed against the positions of the plurality of valley bottoms 162 formed on the detent surface 158 . The number of valley bottoms 162 is set to the same number as the number of gear stages of the transmission 18 . While the vehicle is running with the transmission 18 shifted to a predetermined gear stage, no switching current is supplied from the electronic control unit 200 to the solenoid 140 of the switching actuator 126, and the double mesh prevention mechanism DPS is put into a one-way clutch state. be.

When the transmission 18 is upshifted, the shift barrel 54 is rotated in the first direction by the electronic control unit 200 while the double mesh prevention mechanism DPS is maintained in the one-way clutch state. Note that in a state where the double mesh prevention mechanism DPS is maintained in the one-way clutch state, double mesh is prevented by preventing an unintended downshift. When the transmission 18 is downshifted, the shift barrel 54 is rotated in the second direction by the electronic control unit 200 while the double mesh prevention mechanism DPS is switched to the free state.

FIG. 8 shows the shape (detent pattern) of the detent surface 158 of the detent plate 152, the shape (barrel pattern) of the shift groove 56c of the shift barrel 54, the shape (barrel pattern) of the shift groove 56c of the shift barrel 54, the 3 is a diagram showing the tooth shape (double mesh prevention mechanism pattern) of the ratchet teeth 120 of the double mesh prevention mechanism DPS and the gear stages of the transmission 18. FIG. In FIG. 8 , each of the detent pattern, the barrel pattern, and the double meshing prevention mechanism pattern is shown in a simplified state in which a part in the circumferential direction is developed in the horizontal direction of the paper. The barrel pattern shows the shape of the shift groove 56a with which the shift fork 46a that fits into the groove 60a of the first switching mechanism 38a engages on the upper side of the page, and the groove 60c of the third switching mechanism 38c on the lower side of the page. It shows the shape of the shift groove 56c with which the fitted shift fork 46c engages. In FIG. 8, the right side of the paper surface corresponds to the first direction, and the left side of the paper surface corresponds to the second direction. For convenience herein, rotation of the shift barrel 54 in the first direction increases the barrel rotation angle θbrl, and rotation of the shift barrel 54 in the second direction decreases the barrel rotation angle θbrl. Note that FIG. 8 shows a plurality of relative positional relationships of the ball 154 with respect to the detent surface 158 . Also, although the barrel rotation angle θbrl is shown only in the rotation angle range from the fourth gear stage 4th to the fifth gear stage 5th of the transmission 18, the other gear stages have the same structure.

The 4th gear rotation angle θ4th is the barrel rotation angle θbrl that establishes the 4th gear 4th of the transmission 18, and the 5th gear rotation angle θ5th (>θ4th) is the 5th gear 5th of the transmission 18. is the barrel rotation angle θbrl that satisfies The neutral upper limit rotation angle θn1 is the upper limit value of the barrel rotation angle θbrl that makes each of the switching mechanisms 38 neutral between the 4th gear stage 4th and the 5th gear stage 5th, and the neutral lower limit rotation angle θn2 (<θn1). is the lower limit of the barrel rotation angle θbrl at which each of the switching mechanisms 38 is neutral between the 4th gear stage 4th and the 5th gear stage 5th. The rotation angle range between the neutral upper limit rotation angle θn1 and the neutral lower limit rotation angle θn2 is such that the shift barrel 54 shifts the switching mechanism 38 to neutral between the 5th gear stage rotation angle θ5th and the 4th gear stage rotation angle θ4th. is the rotation angle range. The neutral center rotation angle θnc is the center {=(θn1+θn2)/2} of the barrel rotation angle θbrl at which each switching mechanism 38 is neutral between the 4th gear stage 4th and the 5th gear stage 5th. The stopper rotation angle θs is the 5th gear stage rotation angle θ5th that establishes the gear stage before the downshift (5th gear stage 5th) and the 4th gear stage that establishes the gear stage after the downshift (4th gear stage 4th). This is the barrel rotation angle θbrl at which the rotation of the double mesh prevention gear 118 (that is, the shift barrel 54) in the rotation angle θ4th in the second direction is prevented and the switching mechanism 38 is neutral. The stopper rotation angle θs (>θnc) is on the first direction side of the neutral center rotation angle θnc. The neutral standby rotation angle .theta.nw is a barrel rotation angle .theta.brl that makes each of the switching mechanisms 38 neutral, which is determined between the neutral lower limit rotation angle .theta.n2 and the stopper rotation angle .theta.s. In this embodiment, the neutral standby rotation angle θnw has the same value as the neutral central rotation angle θnc. The 5th gear rotation angle θ5th, the 4th gear rotation angle θ4th, the stopper rotation angle θs, and the neutral standby rotation angle θnw are the “first rotation position”, the “second rotation position”, and the “second rotation position” in the present invention. 3rd rotation position” and “fourth rotation position”, respectively.

These fourth gear rotation angle .theta.4th, fifth gear rotation angle .theta.5th, stopper rotation angle .theta.s, and neutral standby rotation angle .theta.nw are predetermined by design and stored in the electronic control unit 200. FIG.

When the barrel rotation angle .theta.brl is the 5th gear stage rotation angle .theta.5th, the state shown in FIG. 6(a) is obtained. In this state, the ball 154 is at a position (ball 154a shown in FIG. 8) that presses the bottom 162a of the detent surface 158. As shown in FIG. When the barrel rotation angle .theta.brl is changed from the fifth gear stage rotation angle .theta.5th to the stopper rotation angle .theta.s, the state shown in FIG. 6(b) is changed to the state shown in FIG. In this state, the ball 154 is in a position (ball 154b shown in FIG. 8) that presses the slope between the peak 160 and the bottom 162a of the detent surface 158. As shown in FIG. That is, the stopper rotation angle θs is the barrel rotation angle θbrl at which the shift barrel 54 makes the switching mechanism 38 neutral between the 5th gear stage rotation angle θ5th and the 4th gear stage rotation angle θ4th, and the ball 154 is positioned at the detent surface 158. is on the first direction side of the barrel rotation angle θbrl (same as the neutral center rotation angle θnc in this embodiment) when pressing the peak 160 of the . When the barrel rotation angle .theta.brl is changed from the stopper rotation angle .theta.s to the neutral standby rotation angle .theta.nw (=.theta.nc), the state of FIG. 6(c) is maintained. In this state, the ball 154 is at a position (ball 154c shown in FIG. 8) that presses the crest 160 of the detent surface 158. As shown in FIG. When the barrel rotation angle .theta.brl is changed from the neutral standby rotation angle .theta.nw to the 4th gear stage rotation angle .theta.4th, the state shown in FIG. 6(d) is changed to the state shown in FIG. In this state, the ball 154 is at a position (ball 154d shown in FIG. 8) that presses the bottom 162b of the detent surface 158. As shown in FIG.

FIG. 9 is a functional block diagram for explaining essential control functions of an electronic control unit 200 that executes shift control of the transmission 18. As shown in FIG. It should be noted that the transmission 18 in FIG. 9 is illustrated in an appropriately simplified manner.

The electronic control unit 200 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, and an input/output interface. By doing so, shift control of the transmission 18 and the like are executed. The electronic control device 200 corresponds to the "control device" in the present invention.

The electronic control unit 200 includes various sensors provided in the vehicle 10 (for example, engine rotation sensor 180, input shaft rotation sensor 182, output shaft rotation sensor 184, MG1 rotation sensor 186, MG2 rotation sensor 188, barrel rotation sensor 190, etc.). , accelerator opening sensor 192, throttle valve opening sensor 194, brake switch 196, etc.). rotation speed Ne [rpm], input shaft rotation angle θin [rad] representing the rotation position of the input shaft 24 and input shaft rotation speed Nin [rpm], output shaft rotation angle θout [rad] representing the rotation position of the output shaft 26 and Output shaft rotation speed Nout [rpm] corresponding to vehicle speed V, MG1 rotation angle θmg1 [rad] and MG1 rotation speed Nmg1 [rpm] representing the rotation position of the first rotary electric machine MG1, and the rotation position of the second rotary electric machine MG2 MG2 rotation angle θmg2 [rad] and MG2 rotation speed Nmg2 [rpm], barrel rotation angle θbrl representing the rotation position of the shift barrel 54, accelerator opening θacc [%] which is the amount of depression (operation amount) of the accelerator pedal, throttle valve opening degree θth [%], brake signal Bon indicating whether or not the foot brake is stepped on, etc.) are input respectively.

From the electronic control unit 200, for example, an engine control signal Se for controlling the engine 12, an MG1 control signal Smg1 for controlling the rotation of the first rotating electrical machine MG1, and an MG2 control signal for controlling the rotation of the second rotating electrical machine MG2. Smg2, a K1 clutch control signal Sk1 for controlling connection/disengagement of the K1 clutch 22, a drive signal Sact for the shift actuator 58 (electric actuator 116) for rotationally driving the shift barrel 54, and the operating state of the double mesh prevention mechanism DPS. A switching signal Schg for switching is output.

The electronic control unit 200 includes a clutch control unit 200a, a driving force source control unit 200b, a barrel control unit 200c, a DPS control unit 200d, a dog disengagement state determination unit 200e, a barrel position determination unit 200f, a release state determination unit 200g, and an off state determination. It functionally includes a portion 200h, an ON state determination portion 200i, and an engagement state determination portion 200j.

Here, the switching mechanism 38 that switches from the connected state to the disconnected state in the upshift transition period or the downshift transition period is referred to as the "disconnection side switching mechanism 38". It will be referred to as "connection side switching mechanism 38". For example, in a downshift transition period from 5th gear 5th to 4th gear 4th, the first switching mechanism 38a is the disconnecting switching mechanism 38 and the third switching mechanism 38c is the connecting switching mechanism 38.

For example, when the driver manually operates a paddle shift (not shown) to the downshift side, it is determined that the transmission 18 should shift to the downshift side, and the downshift of the transmission 18 is started. In downshifting, first, the clutch control section 200a starts release control for disengaging the K1 clutch 22, and the driving force source control section 200b starts torque down control. The driving force source control unit 200b includes a function as an engine control unit that controls the operation of the engine 12, and a function as a rotating electrical machine control unit that controls the first rotating electrical machine MG1 and the second rotating electrical machine MG2. . The driving force source control unit 200b calculates the amount of drive required by the driver for the vehicle 10 (for example, the required drive torque Trdem for the front wheels 16F and the rear wheels 16R) according to the accelerator opening θacc and the vehicle speed V, for example. Then, the driving force source control section 200b controls the engine torque Te, the MG1 output torque Tmg1, and the MG2 output torque Tmg2 [Nm] so as to cover the required driving torque Trdem.

After the torque down control is started, the barrel control unit 200c controls the first meshing tooth 84 and the second meshing tooth 86 or the first meshing tooth 90 and the second meshing tooth 92 (hereinafter referred to as the blocking side switching mechanism 38). The first meshing tooth 84 and the second meshing tooth 86 or the first meshing tooth 90 and the second meshing tooth 92 of the mechanism 38 are simply referred to as "the meshing teeth 84, 86, 90 and 92"), and the blocking side switching mechanism. 38 is disengaged from the opposing gear-side meshing tooth 40, so that dog disengagement control is executed. In the dog disengagement control, the barrel rotation angle θbrl is the rotation angle that establishes the gear stage before the downshift (for example, if the gear stage before the downshift is the 5th gear stage, the 5th gear stage rotation angle θ5th ) to a rotation angle (for example, a stopper rotation angle θs) that makes the blocking side switching mechanism 38 neutral. The barrel rotation angle θbrl at which the blocking side switching mechanism 38 is neutral set by the dog disengagement control is the same as the stopper rotation angle θs or is on the first direction side of the stopper rotation angle θs.

After the dog disengagement control is executed, the dog disengagement state determination unit 200e enters a state in which the power transmission between the input shaft 24 and the disengagement side switching mechanism 38 is cut off (hereinafter referred to as "dog disengagement state"). determine whether or not there is In the dog disengaged state, the transmission 18 is in a state where the power transmission path PT is cut off. By reducing the input torque Tin input to the input shaft 24 by the torque down control of the drive force source or the release control of the K1 clutch 22, the meshing teeth 84, 86, 90, 92 of the disconnection side switching mechanism 38 and their disconnection The meshing between the side switching mechanism 38 and the opposing gear side meshing teeth 40 is released. When the dog is disengaged, the engine speed Ne (=Nmg1) increases because the load applied to the driving force source disappears. For example, when the amount of change in the engine rotation speed Ne from the start of the dog disengaged control exceeds a predetermined value, it is determined that the dog is disengaged.

After the dog disengaged state determination unit 200e determines that the dog is disengaged, the barrel position determination unit 200f adjusts the barrel rotation angle θbrl to the neutral standby rotation angle θnw (for example, the neutral central rotation angle θnc). determine whether or not there is The neutral standby rotation angle θnw is a rotation angle that is on the second direction side of the barrel rotation angle θbrl that sets the blocking side switching mechanism 38 in neutral and that is set in dog disengagement control, and that makes the blocking side switching mechanism 38 neutral. Moreover, it is on the second direction side of the stopper rotation angle θs.

After the release control of the K1 clutch 22 is executed, the released state determination section 200g determines whether or not the K1 clutch 22 is in the released state. For example, when the rotation difference ΔN (=|Ne−Nin|) between the engine rotation speed Ne and the input shaft rotation speed Nin exceeds a predetermined rotation difference Njdg1 [rpm] (>0), the K1 clutch 22 is determined to be in the released state. This predetermined rotation difference Njdg1 is determined in advance experimentally or by design.

The OFF state determination unit 200h determines whether or not the double mesh prevention mechanism DPS is in the free state. For example, when a predetermined period of time Tchg1 [ms] has passed after the switching signal Schg for switching the double mesh prevention mechanism DPS to the free state is output, it is determined that the mechanism is in the free state. This predetermined period Tchg1 is a period from when the switching signal Schg is output until the double meshing prevention mechanism DPS becomes free, and is determined in advance experimentally or by design.

When the dog disengaged state determination unit 200e determines that the disconnection side switching mechanism 38 is in the disengaged state of the dog, the driving force source control unit 200b ends the torque down control and starts rotation synchronization control. Rotation synchronous control is to change the rotational speed of the driving force source connected to the input shaft 24 of the transmission 18 via the K1 clutch 22, that is, the engine rotational speed Ne, to the synchronous rotational speed Nsync according to the gear stage after the downshift. [rpm], and is executed, for example, by blipping control to increase the engine rotation speed Ne.

The dog disengaged state determination unit 200e determines that the dog is disengaged, the barrel position determination unit 200f determines that the barrel rotation angle θbrl is not the neutral standby rotation angle θnw, and the released state determination unit 200g When it is determined that the clutch 22 is not in the released state, the clutch control section 200a continues release control to switch the K1 clutch 22 to the released state.

The dog disengaged state determination unit 200e determines that the dog is disengaged, the barrel position determination unit 200f determines that the barrel rotation angle θbrl is not the neutral standby rotation angle θnw, and the release state determination unit 200g determines that the K1 clutch 22 is in the disengaged state, and the off-state determination unit 200h determines that the double mesh prevention mechanism DPS is not in the free state, the DPS control unit 200d controls the double mesh prevention mechanism DPS. is freed.

The dog disengaged state determination unit 200e determines that the dog is disengaged, the barrel position determination unit 200f determines that the barrel rotation angle θbrl is not the neutral standby rotation angle θnw, and the release state determination unit 200g determines that the K1 clutch 22 is in the released state, and the OFF state determination unit 200h determines that the double engagement prevention mechanism DPS is in the free state, the barrel control unit 200c adjusts the barrel rotation angle θbrl to neutral. Barrel position adjustment control is executed to control the rotation of the shift barrel 54 so as to achieve the standby rotation angle θnw.

When the barrel position determination unit 200f determines that the barrel rotation angle θbrl is equal to the neutral standby rotation angle θnw, the ON state determination unit 200i determines whether the double mesh prevention mechanism DPS is in the one-way clutch state. judge. For example, when a predetermined period Tchg2 [ms] has passed after the switch signal Schg for switching the double mesh prevention mechanism DPS to the one-way clutch state is output, it is determined that the one-way clutch state is established. This predetermined period Tchg2 is a period from when the switching signal Schg is output until the double mesh prevention mechanism DPS enters the one-way clutch state, and is determined in advance experimentally or by design.

When the ON state determination unit 200i determines that the double mesh prevention mechanism DPS is not in the one-way clutch state, the DPS control unit 200d performs ON control to bring the double mesh prevention mechanism DPS into the one-way clutch state.

When the ON state determination section 200i determines that the double mesh prevention mechanism DPS is in the one-way clutch state, the engagement state determination section 200j determines whether or not the K1 clutch 22 is in the engaged state. . For example, when the rotation difference ΔN between the engine rotation speed Ne and the input shaft rotation speed Nin is less than a predetermined rotation difference Njdg2 [rpm], it is determined that the K1 clutch 22 is engaged. This predetermined rotation difference Njdg2 (0<Njdg2≦Njdg1) is determined experimentally or by design in advance, and is a value near zero, for example.

When the engagement state determination unit 200j determines that the K1 clutch 22 is not in the engagement state, the clutch control unit 200a executes engagement control to bring the K1 clutch 22 into the engagement state (complete engagement state). do.

When the engagement state determination unit 200j determines that the K1 clutch 22 is in the engagement state, the barrel control unit 200c adjusts the barrel rotation angle θbrl to a rotation angle (for example, downshift) that establishes the gear stage after the downshift. When the gear stage after the shift is the fourth gear stage (4th), dog engagement control is executed to control the rotation of the shift barrel 54 so as to achieve the fourth gear stage rotation angle θ4th). By the dog engagement control, the connection-side switching mechanism 38 is moved in the direction of the axis CL1 so as to establish the gear stage after the downshift. Next, the driving force source control section 200b increases the input torque Tin to restore the input torque Tin input to the transmission 18 to the original state.

FIG. 10 is an example of a flow chart for explaining the control operation of the electronic control unit 200 shown in FIG. The flowchart of FIG. 10 is executed each time the transmission 18 is downshifted.

First, in step S10 (hereinafter step is omitted) corresponding to the function of the clutch control section 200a, release control of the K1 clutch 22 is started. Also, torque down control is started. Next, in S20 corresponding to the function of the barrel control section 200c, the dog disengagement control of the blocking side switching mechanism 38 is started. Next, in S30 corresponding to the function of the dog disengaged state determining section 200e, it is determined whether or not the disconnection side switching mechanism 38 is in the dog disengaged state. If the determination of S30 is negative, S30 is executed again, and if the determination of S30 is positive, S40 is executed.

At S40 corresponding to the function of the driving force source control section 200b, rotation synchronization control is started. Next, in S50 corresponding to the function of the barrel position determination section 200f, it is determined whether or not the adjustment of the barrel rotation angle θbrl to the neutral standby rotation angle θnw has been completed. If the determination in S50 is negative, it is determined in S60 corresponding to the function of the disengagement determination section 200g whether or not the K1 clutch 22 is in the disengagement state, and if the determination in S50 is affirmative. , in S110 corresponding to the function of the ON state determination section 200i, it is determined whether or not the double mesh prevention mechanism DPS is in the one-way clutch state.

If the determination in S60 is negative, the release control of the K1 clutch 22 is continued in S70 corresponding to the function of the clutch control section 200a, and S50 is executed again. If the determination in S60 is affirmative, it is determined in S80 corresponding to the function of the OFF state determining section 200h whether or not the double mesh prevention mechanism DPS is in the free state.

If the determination in S80 is negative, in S90 corresponding to the function of the DPS control unit 200d, the double mesh prevention mechanism DPS is turned off, and S50 is performed again. If the determination in S80 is affirmative, in S100 corresponding to the function of the barrel control section 200c, the barrel position adjustment control of the shift barrel 54 is executed to set the barrel rotation angle θbrl to the neutral standby rotation angle θnw, and S50 is executed again. executed.

If the determination in S110 is negative, in S120 corresponding to the function of the DPS control unit 200d, ON control of the double mesh prevention mechanism DPS is executed, and S110 is executed again. If the determination in S110 is affirmative, it is determined in S130 corresponding to the function of the engagement state determination section 200j whether or not the K1 clutch 22 is in the engagement state. If the determination in S130 is negative, engagement control of the K1 clutch 22 is executed in S140 corresponding to the function of the clutch control section 200a, and S130 is executed again. When the determination in S130 is affirmative, the dog engagement control of the connection side switching mechanism 38 is executed in S150 corresponding to the function of the barrel control section 200c. And it ends.

FIG. 11 is an example of a time chart when the flowchart of FIG. 10 is executed in downshifting the transmission 18 from the 5th gear stage 5th to the 4th gear stage 4th. The horizontal axis of FIG. 11 is time t [ms]. In FIG. 11, the operating state of the double meshing prevention mechanism DPS is indicated by a solid line for the command pressure to the hydraulic actuator that controls the operating state, and by a broken line for the actual pressure. As for the K1 clutch pressure Pk1 [Pa], the command pressure to the hydraulic actuator that controls the operating state of the K1 clutch 22 is indicated by a solid line, and the actual pressure is indicated by a broken line.

At time t0, the transmission 18 is in the fifth gear stage 5th before the downshift, and is in the state shown in FIG. 6(a).

At time t1 (>t0), a downshift is started. Specifically, at time t1, the release control of the K1 clutch 22 is started in which the K1 clutch pressure Pk1, which controls the torque capacity of the K1 clutch 22, is reduced stepwise. Also, at time t1, torque down control is started. At time t2 (>t1), the first meshing tooth 90a and the second meshing tooth 92a of the first switching mechanism 38a are disengaged from the gear-side meshing tooth 40b of the fifth-speed drive gear 34b. Dog disengagement control of the first switching mechanism 38a is executed to switch θbrl from the fifth gear stage rotation angle θ5th to the stopper rotation angle θs, resulting in the state shown in FIG. 6(b). At time t3 (>t2), the first switching mechanism 38a is in the disengaged state of the dog, resulting in the state shown in FIG. 6(c). As a result, the engine rotation speed Ne begins to rise from time t3.

At time t4 (>t3), it is determined that the first switching mechanism 38a has switched to the dog disengaged state from the change in the engine speed Ne. When it is determined that the first switching mechanism 38a has switched to the disengaged state of the dog, the torque down control is terminated, and the blipping control (rotational synchronization control) for increasing the engine rotation speed Ne toward the synchronous rotation speed Nsync after the downshift. is started. At time t5 (>t4), a control signal is output to free the double mesh prevention mechanism DPS, and at time t6 (>t5), the double mesh prevention mechanism DPS is freed. During the period from time t6 to time t7 (>t6), standby control of the switching mechanism 38 is executed to switch the barrel rotation angle θbrl from the stopper rotation angle θs to the neutral standby rotation angle θnw. At time t7, a control signal is output to place the double mesh prevention mechanism DPS in the one-way clutch state, and at time t9 (>t7), the double mesh prevention mechanism DPS enters the one-way clutch state.

In the period from time t9 to time t10 (>t9), the so-called pack packing, which is part of the engagement control for re-engaging the K1 clutch 22, is executed to close the pack clearance. During the period from time t10 to time t11 (>t10), the control to put the K1 clutch 22 into the engaged state (completely engaged state) via the slip state is executed in the engagement control for re-engaging the K1 clutch 22. be. Due to the engagement of the K1 clutch 22, the input shaft rotation speed Nin becomes the same as the engine rotation speed Ne. At time t12 (>t11), dog engagement control of the third switching mechanism 38c is executed to switch the barrel rotation angle .theta.brl from the neutral standby rotation angle .theta.nw to the fourth gear stage rotation angle .theta.4th. As a result, the first meshing tooth 90c and the second meshing tooth 92c of the third switching mechanism 38c are meshed with the gear-side meshing tooth 40f of the fourth-speed drive gear 34f, and the state shown in FIG. state. In this state, the K1 clutch 22 is in the engaged state, and the transmission 18 is in the state of establishing the 4th gear 4th after the downshift. During the period from time t12 to time t13 (>t12), the input torque Tin input to the transmission 18 is increased toward the original state or the target value set after the downshift.

By the way, at time t8 (<t9), the engine rotation speed Ne has increased to the synchronous rotation speed Nsync corresponding to the 4th gear 4th after the downshift, and the time when the engagement control of the K1 clutch 22 is started. Rotation synchronization by rotation synchronization control has already been completed at time t9. As shown in FIG. 11, the release control of the K1 clutch 22 and the OFF control of the double mesh prevention mechanism DPS are executed in parallel with the rotation synchronization control.
(Comparative example)

A comparative example will now be described. The structure of the vehicle 10 in this comparative example is substantially the same as in the above-described embodiment, but the control operation of the electronic control unit 200 when the transmission 18 is downshifted is different.

FIG. 12 is an example of a time chart according to the comparative example when the transmission 18 downshifts from the fifth gear stage 5th to the fourth gear stage 4th. The horizontal axis of FIG. 12 is time t [ms]. The time chart of FIG. 12 corresponds to the time chart of FIG. 11 in the above-described embodiment.

The time chart of FIG. 12 differs from the time chart of FIG. 11 in the following points. In the embodiment, release control of the K1 clutch 22, dog disengagement control of the disconnecting side switching mechanism 38 (rotation control of the barrel rotation angle θbrl to the stopper rotation angle θs), off control of the double mesh prevention mechanism DPS, switching mechanism 38 Standby control (rotation control of barrel rotation angle θbrl to neutral standby rotation angle θnw), double engagement prevention mechanism DPS ON control, K1 clutch 22 engagement control, connection side switching mechanism 38 dog engagement control (barrel rotation rotation control from the angle θbrl to the 4th gear position rotation angle θ4th). In this comparative example, dog disengagement control of the blocking side switching mechanism 38 (rotation control of the barrel rotation angle θbrl to the stopper rotation angle θs), release control of the K1 clutch 22, off control of the double mesh prevention mechanism DPS, and connection side switching. Control is started in order of dog engagement control of the mechanism 38 (rotation control of the barrel rotation angle θbrl to the 4th gear stage rotation angle θ4th), ON control of the double mesh prevention mechanism DPS, and engagement control of the K1 clutch 22. be. Therefore, the description will focus on the parts that are different from those in FIG. 11, and the substantially common parts will be given the same reference numerals, and the description will be omitted as appropriate. However, times t1 to t13 in FIG. 12 are not necessarily the same as in FIG. In this comparative example, the stopper rotation angle θs is set to the same value as the neutral central rotation angle θnc.

At time t1 (>t0), a downshift is started. Specifically, torque down control is started at time t1. At time t2 (>t1), the first meshing tooth 90a and the second meshing tooth 92a of the first switching mechanism 38a are disengaged from the gear-side meshing tooth 40b of the fifth-speed drive gear 34b. θbrl is switched from the 5th gear position rotation angle θ5th to the neutral central rotation angle θnc (=θs), resulting in the state shown in FIG. 6(b). At time t3 (>t2), the first switching mechanism 38a is in the disengaged state of the dog, resulting in the state shown in FIG. 6(c). As a result, the engine rotation speed Ne and the input shaft rotation speed Nin start increasing from time t3.

At time t4 (>t3), it is determined that the first switching mechanism 38a has switched to the dog disengaged state from the change in the engine speed Ne. When it is determined that the first switching mechanism 38a has switched to the disengaged state of the dog, the torque down control is terminated, and the blipping control (rotational synchronization control) for increasing the engine rotation speed Ne toward the synchronous rotation speed Nsync after the downshift. is started. Since the K1 clutch 22 is in the engaged state, the engine rotation speed Ne indicated by the solid line and the input shaft rotation speed Nin indicated by the broken line increase, and the rotation speed continues to blow even after time t5 (>t4) when the synchronous rotation speed Nsync is reached. As it rises, it rises.

At time t6 (>t5), the input shaft rotation speed Nin reaches the synchronous rotation speed Nsync, so that the K1 clutch pressure Pk1 is controlled to a zero value. At time t7 (>t6), a control signal for setting the double mesh prevention mechanism DPS to the free state is output, and at time t8 (>t7), the double mesh prevention mechanism DPS is set to the free state. Here, the period between time t6 and time t7 is, for example, the period required for the actual torque capacity of the K1 clutch 22 to become zero from the time when the indicated pressure of the K1 clutch pressure Pk1 becomes zero. is set. Since the K1 clutch 22 is substantially released at time t7, the occurrence of double meshing is prevented after time t7. At time t9 (>t8), the barrel rotation angle .theta.brl is switched from the neutral center rotation angle .theta.nc to the 4th gear stage rotation angle .theta.4th. At time t9, a control signal is output to place the double mesh prevention mechanism DPS in the one-way clutch state, and at time t10 (>t9), the double mesh prevention mechanism DPS enters the one-way clutch state.

In the period from time t10 to time t11 (>t10), the so-called pack filling, which is part of the engagement control for re-engaging the K1 clutch 22, is executed to close the pack clearance. During the period from time t11 to time t12 (>t11), the control to put the K1 clutch 22 into the engaged state (completely engaged state) via the slip state is executed among the engagement control to re-engage the K1 clutch 22. be. At time t12, when the actual pressure of the K1 clutch pressure Pk1 reaches the hydraulic pressure at which the K1 clutch 22 is engaged, the input torque Tin is increased toward the original state or the target value set after the downshift.

As shown in FIG. 12, in this comparative example, the release control of the K1 clutch 22 and the OFF control of the double mesh prevention mechanism DPS are executed after completion of the rotation synchronization by the rotation synchronization control.

In this embodiment, the vehicle 10 includes an engine 12 and a first rotary electric machine MG1 as a driving force source, a rear wheel 16R, and a transmission provided in a power transmission path PT between the driving force source and the rear wheel 16R. 18 and a K1 clutch 22 provided between the transmission 18 and the driving force source in the power transmission path PT. The transmission 18 is disposed between a pair of drive gears 34 which are rotatably provided relative to the input shaft 24 and have gear-side meshing teeth 40, and the pair of drive gears 34 in the direction of the axis CL1 of the input shaft 24. and a switching mechanism 38 having meshing teeth 84, 86, 90, 92 that can be meshed with the gear-side meshing teeth 40 of the pair of drive gears 34, respectively, and connecting and disconnecting between the pair of drive gears 34 and the input shaft 24, respectively. and a shift mechanism 42 for moving the three switching mechanisms 38 in the direction of the axis CL1 so that the transmission 18 is upshifted and downshifted. Each of the three switching mechanisms 38 includes a first dog ring 66 that is non-rotatable relative to the input shaft 24 and movable relative to the axis CL1, and a first dog ring 66 that is non-rotatable relative to the input shaft 24 and movable relative to the axis CL1. A second dog ring 68 is provided between the first dog ring 66 and the second dog ring 68 in the direction of the axis CL1 and is attached in a direction in which the first dog ring 66 and the second dog ring 68 are attracted to each other. and a biasing spring 70 . When the shift mechanism 42 rotates in the first direction, the three switching mechanisms 38 are moved in the direction of the axis CL1 to sequentially upshift the transmission 18 to the high speed gear position side, and when the shift mechanism 42 rotates in the second direction, the three switching mechanisms 38 are shifted. A shift barrel 54 that moves the switching mechanism 38 in the direction of the axis CL1 to sequentially downshift the transmission 18 to the low speed gear stage side, and a shift barrel 54 that allows rotation in the first direction and a second shift barrel 54 A double meshing prevention mechanism DPS is provided for switching between a one-way clutch state that prevents rotation in two directions and a free state that permits rotation of the shift barrel 54 in the first and second directions.

According to the present embodiment, when the transmission 18 is downshifted from the fifth gear 5th to the fourth gear 4th, (a) the rotational speed of the driving force source (the engine 12 and the first rotating electrical machine MG1) In parallel with the rotation synchronization control that synchronizes the engine rotation speed Ne with the synchronous rotation speed Nsync according to the gear stage after the downshift, the release control of the K1 clutch 22 and the double mesh prevention mechanism DPS are set to the free state. (b) After the double mesh prevention mechanism DPS is in a free state by the off control, the fifth gear rotation angle θ5th for establishing the gear stage before the downshift and the gear stage after the downshift are determined. A neutral state in which each of the switching mechanisms 38 is neutral on the second direction side of the stopper rotation angle θs at which rotation of the shift barrel 54 in the second direction is prevented between the rotation angles θ4th of the 4th gear stage to be established. Barrel position adjustment control for rotating the shift barrel 54 is executed at the standby rotation angle θnw, and (c) after the shift barrel 54 is rotated to the neutral standby rotation angle θnw by the barrel position adjustment control, the double engagement prevention mechanism DPS is one-way. ON control for making the clutch state and engagement control for the K1 clutch 22 are executed. In this way, when the transmission 18 is downshifted, the rotation synchronous control for synchronizing the rotation speed of the power transmission shaft 20 connected to the driving force source with the synchronous rotation speed Nsync corresponding to the gear stage after the downshift. At the same time, release control for the K1 clutch 22 and off control for setting the double mesh prevention mechanism DPS to the free state are executed. By executing the release control of the K1 clutch 22 and the OFF control of the double mesh prevention mechanism DPS in parallel with the rotation synchronization control, an increase in the shift period in the downshift is suppressed.

According to this embodiment, after the double meshing prevention mechanism DPS is brought into the one-way clutch state by the ON control and the K1 clutch 22 is brought into the engaged state by the engagement control, the shift barrel 54 is moved to the 4th gear rotation angle θ4th. Dog engagement control is executed to rotate to When the K1 clutch 22 is engaged, the input shaft rotation speed Nin of the input shaft 24 is set to the synchronous rotation speed Nsync. Therefore, the dog engagement control is executed after the K1 clutch 22 is engaged, that is, after the input shaft rotation speed Nin of the input shaft 24 reaches the synchronous rotation speed Nsync, thereby suppressing the engagement shock. be.

According to this embodiment, the stopper rotation angle θs is the 5th gear stage rotation angle θ5th that establishes the 5th gear stage before the downshift, and the 4th gear rotation angle that establishes the 4th gear stage after the downshift. Within the angle θ4th, the shift barrel 54 is on the first direction side of the neutral center rotation angle θnc, which is the center of the rotation angle range (=θn1 to θn2) in which each of the switching mechanisms 38 is neutral. When the stopper rotation angle θs is on the first direction side of the neutral center rotation angle θnc, compared to when the stopper rotation angle θs is on the neutral center rotation angle θnc or on the second direction side of the neutral center rotation angle θnc, It is possible to increase the rotation angle range on the second direction side of the stopper rotation angle θs in the rotation angle range in which each of the switching mechanisms 38 is neutral. That is, it is possible to widen the rotation angle range that can be selected as the neutral standby rotation angle θnw. As a result, when performing rotation control for rotating the shift barrel 54 to the neutral standby rotation angle θnw, the accuracy required for controlling the barrel rotation angle θbrl is relaxed.

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.

In the above-described embodiment, after the release control of the K1 clutch 22 is started and before the barrel position adjustment control of the shift barrel 54 is started, the barrel rotation angle θbrl is a rotation angle (for example, stopper rotation Although rotational control was performed to rotate the shift barrel 54 in the second direction to the angle .theta.s), this rotational control is not necessary. For example, in the time chart of FIG. 11, the barrel rotation angle θbrl is maintained at the 5th gear stage rotation angle θ5th during the period from time t2 to time t6, and the barrel rotation angle θbrl is maintained at 5th gear stage during the period from time t6 to time t7. It may be possible to switch from the gear position rotation angle θ5th to the neutral standby rotation angle θnw. In such a mode as well, by disengaging the K1 clutch 22, it is possible to execute the blipping control to increase the engine rotation speed Ne toward the synchronous rotation speed Nsync after the downshift. Since the K1 clutch 22 is in the released state until time t7, the first meshing tooth 90a and the second meshing tooth 92a of the first switching mechanism 38a and the gear-side meshing tooth 40b of the fifth-speed drive gear 34b are disengaged. The dog can be disengaged by disengaging the mesh.

Although the torque down control was executed in the above-described embodiment, the torque down control is not necessarily required. Even if the torque down control is not executed, the K1 clutch 22 is released, so that the input torque Tin input to the transmission 18 (input shaft 24) is reduced, and the disconnection side switching mechanism 38 is switched to the disconnection state. be done.

In the above-described embodiment, the transmission 18 was a parallel twin-shaft type transmission with six forward speeds and three switching mechanisms 38. 4 forward speeds having two switching mechanisms 38, or eight forward speeds having four switching mechanisms 38, or the like. In the above-described embodiment, the switching mechanisms 38 are provided on the input shafts 24, respectively, and connect and disconnect the input shafts 24 and the drive gears 34, but the present invention is not limited to this aspect. For example, the switching mechanisms 38 may be provided on the output shafts 26 respectively, and the switching mechanisms 38 may be configured to connect and disconnect the output shaft 26 and the driven gear 36 . In this aspect, the output shaft 26 and the driven gear 36 correspond to the "rotating shaft" and the "transmission gear" in the present invention, respectively. 26, and the driven gear 36 is provided with gear-side meshing teeth.

In the above-described embodiment, the double meshing prevention mechanism DPS controls the rotation of the double meshing prevention gear 118 provided integrally with the shift barrel 54, but the present invention is not limited to this aspect. For example, in FIG. 7, a stopper member is provided so as to be able to come into contact with the teeth formed on the rack 112, and the stopper member allows the rack 112 to move to the right side of the paper surface and prevents the rack 112 from moving to the left side of the paper surface. It may be configured to be switchable between a one-way clutch state and a free state in which the rack 112 is allowed to move to the right side and left side of the paper surface.

In the above-described embodiment, the vehicle 10 is a hybrid vehicle having the engine 12 and the first rotating electrical machine MG1 as the driving force source, but the present invention is not limited to this, and has only the engine 12 as the driving force source, for example. It can also be applied to vehicles.

It should be noted that what has been described above is merely an embodiment of the present invention, and the present invention can be implemented in a mode with various modifications and improvements based on the knowledge of those skilled in the art without departing from the scope of the invention.

10: Vehicle 12: Engine (driving force source)
16R: Rear wheel (drive wheel)
18: Vehicle transmission 22: K1 clutch (clutch)
24: Input shaft (rotating shaft)
26: Output shaft (rotating shaft)
34: Drive gear (transmission gear)
38: Switching mechanism 40: Gear side meshing tooth 42: Shift mechanism 54: Shift barrel (barrel)
66, 66a, 66b, 66c: first dog ring (first ring)
68, 68a, 68b, 68c: Second dog ring (second ring)
70, 70a, 70b, 70c: Springs (springs for switching mechanism)
84, 90: first meshing teeth (switching meshing teeth)
86, 92: Second meshing teeth (switching meshing teeth)
200: Electronic control device (control device)
CL1: Axis (axis of rotation shaft)
DPS: double mesh prevention mechanism MG1: first rotating electric machine (driving force source)
Ne: Engine speed (rotational speed of driving force source)
Nsync: Synchronous rotation speed PT: Power transmission path θ4th: 4th gear stage rotation angle (second rotation position)
θ5th: 5th gear rotation angle (1st rotation position)
θnw: Neutral standby rotation angle (4th rotation position)
θs: Stopper rotation angle (third rotation position)

Claims (1)

A driving force source, driving wheels, a vehicle transmission provided in a power transmission path between the driving force source and the driving wheels, and the driving force source and the vehicle transmission in the power transmission path a clutch provided between the machine and
The vehicular transmission includes a pair of transmission gears having gear-side meshing teeth which are rotatably provided relative to a rotating shaft, which is either an input shaft or an output shaft of the vehicular transmission, and an axis of the rotating shaft. a pair of transmission gears and a rotating shaft; and a shift mechanism for moving the plurality of switching mechanisms in the axial direction so that the vehicle transmission is upshifted and downshifted. ,
Each of the plurality of switching mechanisms includes a first ring that is non-rotatable relative to the rotary shaft and movable relative to the axial direction, and a first ring that is non-rotatable relative to the rotary shaft and movable relative to the axial direction. and a second ring disposed between the first ring and the second ring in the axial direction and biasing the first ring and the second ring in a direction in which the first ring and the second ring are attracted to each other. a switching mechanism spring,
The shift mechanism rotates in a first direction to move the plurality of switching mechanisms in the axial direction to sequentially upshift the vehicular transmission to a high speed gear stage side, and is opposite to the first direction. a barrel that rotates in a second direction to move the plurality of switching mechanisms in the axial direction to sequentially downshift the vehicle transmission to a lower gear stage; and a one-way clutch state that allows rotation of the barrel in the second direction and a free state that allows rotation of the barrel in the first direction and the second direction. A control device for a vehicle, comprising: a double mesh prevention mechanism;
When downshifting the vehicle transmission,
In parallel with the rotation synchronization control for synchronizing the rotational speed of the driving force source with the synchronous rotational speed corresponding to the gear stage after the downshift, the clutch release control and the double mesh prevention mechanism are turned off to the free state. control and run
After the double mesh prevention mechanism is brought into the free state by the off control, it is between a first rotational position for establishing a gear stage before downshifting and a second rotational position for establishing a gear stage after downshifting. The barrel is rotated to a fourth rotation position which is on the second direction side of the third rotation position where rotation of the barrel is prevented in the second direction and in which each of the plurality of switching mechanisms is neutral. Execute barrel position adjustment control to
After the barrel is rotated to the fourth rotation position by the barrel position adjustment control, ON control for placing the double mesh prevention mechanism in the one-way clutch state and engagement control for the clutch are executed. Vehicle controller.

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