Patent Application
20230243417
The present disclosure relates to a control device whose control target is a vehicle drive transmission device including a transmission that forms a first shift speed in a state in which a first engagement device of a mesh type is engaged and a second engagement device of a friction type is disengaged, and forms a second shift speed having a smaller transmission gear ratio than the first shift speed in a state in which the first engagement device of a mesh type is disengaged and the second engagement device of a friction type is engaged.
An example of a control device such as that described above is disclosed in JP 2010-280262 A (Patent Literature 1). Reference signs shown in parentheses in description of BACKGROUND ART below are those of Patent Literature 1. In Patent Literature 1, a stepped transmission (6) that is controlled by a transmission controller (47) is configured to form a low shift speed in a state in which a dog clutch (8) is engaged and a friction clutch (7) is disengaged, and forms a high shift speed in a state in which the dog clutch (8) is disengaged and the friction clutch (7) is engaged. FIG. 5 of Patent Literature 1 shows a flow of a shift control process performed when upshifting in which a shift speed formed by the stepped transmission (6) transitions from the low shift speed to the high shift speed is performed. In a case in which upshifting is performed in accordance with the flow of the shift control process, as described in paragraphs 0055 and 0056 of Patent Literature 1, when a request for upshifting occurs, a disengagement instruction is outputted to an actuator of the dog clutch (8). In addition, a hydraulic pressure target value of the friction clutch (7) is set, and a hydraulic pressure instruction value of the friction clutch (7) is increased to the hydraulic pressure target value at a predetermined rate. With an increase in engagement hydraulic pressure in the friction clutch (7), drive torque transmitted through the dog clutch (8) decreases. Then, as described in paragraph 0057 of Patent Literature 1, when the drive torque transmitted through the dog clutch (8) reaches a predetermined range in which the dog clutch (8) can be disengaged, torque of the above-described actuator for disengaging the dog clutch (8) exceeds the drive torque transmitted through the dog clutch (8), disengaging the dog clutch (8).
Patent Literature 1: JP 2010-280262 A
Meanwhile, in terms of a reduction in time required for upshifting, increasing a change rate of engagement pressure that is set when the engagement pressure of the second engagement device of a friction type (the friction clutch in Patent Literature 1) is increased to target engagement pressure may be considered. However, in an engagement device of a friction type, in general, there are variations in actual engagement pressure with respect to an instruction value of engagement pressure, and thus, when the change rate of engagement pressure of the second engagement device is increased, a situation in which relatively large acceleration fluctuations of a vehicle are induced, e.g., a situation in which the engagement pressure of the second engagement device becomes too high before the first engagement device of a mesh type (the dog clutch in Patent Literature 1) is disengaged, is likely to occur.
Hence, it is desired to implement a technique in which when upshifting is performed, while a reduction in time required for the upshifting is achieved, acceleration fluctuations occurring in the vehicle can be suppressed to a small level.
A control device according to the present disclosure is a control device whose control target is a vehicle drive transmission device that includes an input member that is drive-coupled to a drive power source; an output member that is drive-coupled to a wheel; and a transmission that includes a first engagement device of a mesh type and a second engagement device of a friction type and that is disposed in a power transmission path between the input member and the output member, the transmission forming a first shift speed in a state in which the first engagement device is engaged and the second engagement device is disengaged, and forming a second shift speed in a state in which the first engagement device is disengaged and the second engagement device is engaged, the second shift speed having a smaller transmission gear ratio than the first shift speed, and when upshifting in which a shift speed formed by the transmission transitions from the first shift speed to the second shift speed is performed, engagement control in which engagement pressure of the second engagement device is allowed to gradually increase, and disengagement control in which a disengagement force is allowed to act on a meshing portion of the first engagement device are performed, the disengagement force being a force to disengage the first engagement device, in the engagement control, engagement pressure of the second engagement device is allowed to gradually increase toward target engagement pressure at which transmission torque capacity of the second engagement device reaches a magnitude determined based on input torque from the drive power source to the input member, and a change rate of engagement pressure of the second engagement device set at or after a time of reach at which engagement pressure of the second engagement device reaches set engagement pressure is made smaller than a change rate of engagement pressure of the second engagement device set before the time of reach, the set engagement pressure being lower than the target engagement pressure, and the disengagement control starts at or after the time of reach.
According to this configuration, when upshifting is performed, engagement control and disengagement control are performed, and thus, when the transmission torque of the first engagement device decreases to less than or equal to a torque level that is determined based on a disengagement force, the first engagement device can be disengaged. Here, in the engagement control, the change rate of engagement pressure of the second engagement device set at or after the time of reach is made smaller than the change rate of engagement pressure of the second engagement device set before the time of reach. Hence, during a period before the time of reach, by increasing the change rate of engagement pressure of the second engagement device, a reduction in time required for upshifting can be achieved. In addition, during a period after the time of reach, by reducing the change rate of engagement pressure of the second engagement device, a situation in which relatively large acceleration fluctuations of a vehicle are induced, e.g., a situation in which the engagement pressure of the second engagement device becomes too high before the first engagement device is disengaged, can be made difficult to occur.
As described above, according to this configuration, when upshifting is performed, it is possible to suppress acceleration fluctuations occurring in the vehicle to a small level while a reduction in time required for the upshifting is achieved. Furthermore, according to this configuration, disengagement control starts at or after the time of reach, and thus, the disengagement control can start after the transmission torque of the first engagement device decreases to a level at which the first engagement device can be disengaged (or a level close thereto). Thus, there is also an advantage in that unnecessary energy consumption caused by too early start timing of disengagement control can be suppressed.
Further features and advantages of the control device will become apparent from the following description of an embodiment which will be described with reference to drawings.
An embodiment of a control device will be described with reference to the drawings. In this specification, the term “rotating electrical machine” is used as a concept that includes all of a motor, a generator, and a motor-generator that functions as both a motor and a generator as necessary. In addition, in this specification, the term “drive-coupled” refers to a state in which two rotating elements are coupled together so that the two rotating elements can transmit drive power (the same meaning as torque), and includes a state in which the two rotating elements are coupled together such that the two rotating elements rotate together, or a state in which the two rotating elements are coupled together through one or two or more power transmission members so that the two rotating elements can transmit drive power. Such power transmission members include various types of members (e.g., shafts, gear mechanisms, belts, and chains) that transmit rotation at the same speed or at a changed speed. The power transmission members may include engagement devices (e.g., friction engagement devices and mesh type engagement devices) that selectively transmit rotation and drive power.
A control device 5 is a control device whose control target is a vehicle drive transmission device 4. An example of the vehicle drive transmission device 4 that can be a control target of the control device 5 is shown in
As shown in
As shown in
In the two examples shown in
The transmission 10 changes the speed of rotation of the input member 20 and transmits the rotation to the output member 30. The transmission 10 is configured to be able to change a transmission gear ratio which is a ratio of the rotational speed of the input member 20 to the rotational speed of the output member 30. The transmission 10 is a stepped automatic transmission that can form a plurality of shift speeds with different transmission gear ratios, and in the present embodiment, the transmission 10 is configured to be able to form a first shift speed and a second shift speed having a smaller transmission gear ratio than the first shift speed. The transmission 10 includes a first engagement device 11 and a second engagement device 12. The transmission 10 is configured to form the first shift speed in a state in which the first engagement device 11 is engaged and the second engagement device 12 is disengaged, and form the second shift speed in a state in which the first engagement device 11 is disengaged and the second engagement device 12 is engaged.
The first engagement device 11 is an engagement device (dog clutch) of a mesh type. The state of engagement of the first engagement device 11 is switched between an engaged state and a disengaged state. The state of engagement of the first engagement device 11 is switched by an actuator 90 such as a motor-driven actuator, a hydraulic actuator, or an electromagnetic actuator. Specifically, as shown in
The second engagement device 12 is an engagement device of a friction type. As the second engagement device 12, for example, a multiplate wet clutch can be used. The state of engagement of the second engagement device 12 is switched between a direct-coupling engaged state, a slip-engaged state, and a disengaged state. The state of engagement of the second engagement device 12 is switched by an actuator such as a motor-driven actuator, a hydraulic actuator (a hydraulic servomechanism, etc.), or an electromagnetic actuator. In the direct-coupling engaged state, torque is transmitted between engagement members of the second engagement device 12 by static friction, with no rotational speed difference (slippage) between the engagement members. In the slip-engaged state, torque is transmitted between engagement members of the second engagement device 12 by dynamic friction, with a rotational speed difference between the engagement members. In the engagement device of a friction type, even when an instruction to generate transmission torque capacity is not issued by the control device 5, transmission torque capacity may be generated by dragging between engagement members. In this specification, such drag torque is not taken into account upon classification of the states of engagement, and a state in which transmission torque capacity is generated by dragging between engagement members when an instruction to generate transmission torque capacity is not issued (i.e., a state in which drag torque is generated) is considered a “disengaged state”.
In the example shown in
In a state in which the first shift speed is formed with the first engagement device 11 being engaged and the second engagement device 12 being disengaged, the input member 20 and the intermediate member 40 are coupled together through a gear pair including the first input gear 21 and the first intermediate gear 41, and the speed of rotation of the input member 20 is changed based on a gear ratio of the gear pair, and the rotation is transmitted to the intermediate member 40. In addition, in a state in which the second shift speed is formed with the first engagement device 11 being disengaged and the second engagement device 12 being engaged, the input member 20 and the intermediate member 40 are coupled together through a gear pair including the second input gear 22 and the second intermediate gear 42, and the speed of rotation of the input member 20 is changed based on a gear ratio of the gear pair, and the rotation is transmitted to the intermediate member 40.
In the example shown in
In the example shown in
In the example shown in
In the example shown in
In the example shown in
In the example shown in
Next, a configuration of the control device 5 will be described. The control device 5 includes, as a core member, an arithmetic processing device such as a central processing unit (CPU) and includes storage devices, such as a random access memory (RAM) and a read only memory (ROM), to which the arithmetic processing device can refer. By software (program) stored in the storage devices such as the ROM or hardware provided separately such as an arithmetic circuit or by both of the software and the hardware, each function of the control device 5 is implemented. The arithmetic processing device included in the control device 5 operates as a computer that executes each program.
As shown in a simplified manner in
When the control device 5 performs upshifting in which a shift speed formed by the transmission 10 transitions from the first shift speed to the second shift speed, the control device 5 performs engagement control and disengagement control. Namely, the control device 5 performs engagement control and disengagement control when the control device 5 performs upshifting by disengaging the first engagement device 11 and engaging the second engagement device 12 in a state in which the first engagement device 11 is engaged and the second engagement device 12 is disengaged (in the example shown in
Here, the engagement control is control to gradually increase engagement pressure of the second engagement device 12. The control device 5 controls the operation of the actuator of the second engagement device 12 to gradually increase the engagement pressure of the second engagement device 12. In the engagement control, the control device 5 gradually increases the engagement pressure of the second engagement device 12 from zero. The transmission torque capacity (the magnitude of maximum torque that can be transmitted by friction) of the second engagement device 12 increases as the engagement pressure of the second engagement device 12 increases. Hence, the proportion of torque transmitted by the transmission 10 and allocated to the second engagement device 12 increases as the engagement pressure of the second engagement device 12 increases, and accordingly, the transmission torque of the first engagement device 11 decreases.
In the present embodiment, in the engagement control, the control device 5 gradually increases the engagement pressure of the second engagement device 12 toward target engagement pressure at which the transmission torque capacity of the second engagement device 12 reaches a magnitude determined based on input torque from the rotating electrical machine 3 to the input member 20 (in an example shown in
The disengagement control is control to allow a disengagement force (release force) which is a force to disengage the first engagement device 11 to act on a meshing portion (a portion where teeth mesh together) of the first engagement device 11. The meshing portion of the first engagement device 11 here is a meshing portion in a state in which the first engagement device 11 is engaged. With a decrease in the transmission torque of the first engagement device 11, a friction force acting on the meshing portion of the first engagement device 11 decreases. When the friction force acting on the meshing portion of the first engagement device 11 decreases, by a disengagement force acting on the meshing portion, to a level at which the first engagement device 11 can be disengaged, along with a decrease in the transmission torque of the first engagement device 11, the first engagement device 11 is disengaged by the disengagement force.
The control device 5 controls the operation of the actuator 90 of the first engagement device 11 to allow a disengagement force to act on the meshing portion of the first engagement device 11. In the present embodiment, the actuator 90 of the first engagement device 11 is an actuator that drives the sleeve member 15 in the axial direction L, and the control device 5 controls the operation of the actuator 90 to provide thrust in the axial direction L to the sleeve member 15. The direction of the thrust is a direction in which the sleeve member 15 moves from a location at which the first engagement device 11 is engaged (the engagement location P1, see
In the example shown in
The example shown in
The first engagement device 11 includes the sleeve member 15 that rotates together with the second rotating member 62; and the first engagement part 41a that rotates together with the third gear 73. The sleeve member 15 can move in the axial direction L (a direction parallel to the first axis A1 and the second axis A2) between the engagement location P1 and the disengagement location P2. Here, the engagement location P1 is a location at which the sleeve member 15 is engaged with the first engagement part 41a, by which the first rotating member 61 and the second rotating member 62 are coupled together through a first gear pair 81 (a gear pair including the first gear 71 and the third gear 73). In addition, the disengagement location P2 is a location at which the engagement of the sleeve member 15 with the first engagement part 41a is released, by which the coupling of the first rotating member 61 to the second rotating member 62 through the first gear pair 81 is released. In the example shown in
As described above, the first gear 71 rotates together with the first rotating member 61. Hence, in a state in which the first engagement device 11 is engaged (in other words, a state in which the sleeve member 15 is located at the engagement location P1), by the third gear 73 being coupled to the second rotating member 62 such that the third gear 73 and the second rotating member 62 rotate together, the first rotating member 61 and the second rotating member 62 are coupled together through the first gear pair 81. The first shift speed is implemented in a state in which the first rotating member 61 and the second rotating member 62 are coupled together through the first gear pair 81. Namely, the first shift speed is implemented in a state in which the sleeve member 15 is located at the engagement location P1.
The second engagement device 12 is provided so as to adjust transmission torque between the first rotating member 61 and the second rotating member 62 through a second gear pair 82 (a gear pair including the second gear 72 and the fourth gear 74). The second shift speed is implemented in a state in which the first rotating member 61 and the second rotating member 62 are coupled together through the second gear pair 82. Specifically, the second shift speed is implemented in a state in which the first rotating member 61 and the second rotating member 62 are coupled together through the second gear pair 82 and furthermore, coupling of the first rotating member 61 to the second rotating member 62 through the first gear pair 81 is released.
In engagement control, the control device 5 gradually increases transmission torque between the first rotating member 61 and the second rotating member 62 through the second gear pair 82 by gradually increasing engagement pressure of the second engagement device 12, thereby reducing transmission torque between the sleeve member 15 and the first engagement part 41a. In addition, in disengagement control, the control device 5 allows a disengagement force to act on the meshing portion by providing thrust that moves from the engagement location P1 to the disengagement location P2 in the axial direction L to the sleeve member 15.
The first rotating member 61 is drive-coupled to one of the input member 20 and the output member 30 without through the second rotating member 62, and the second rotating member 62 is drive-coupled to the other one of the input member 20 and the output member 30 without through the first rotating member 61. In the example shown in
In addition, in the example shown in
Note that unlike the example shown in
In addition, unlike the example shown in
As described above, when upshifting is performed, engagement control and disengagement control are performed, and when the transmission torque of the first engagement device 11 decreases to less than or equal to a torque level that is determined based on a disengagement force, the first engagement device 11 is disengaged. Upon disengagement of the first engagement device 11, due to a sudden reduction in the transmission torque of the first engagement device 11, there is a possibility that relatively large acceleration fluctuations (specifically, fluctuations in forward and backward acceleration) may occur in the vehicle 1. Here, when considering a simplified model, upon disengagement of the first engagement device 11, torque fluctuations with a magnitude of T0×N×η occur in the axles 2a, in which T0 is transmission torque immediately before disengagement of the first engagement device 11, N is a reduction ratio from the first engagement device 11 to the axles 2a with the first engagement device 11 being engaged, and η is the transmission efficiency of power from the first engagement device 11 to the axles 2a with the first engagement device 11 being engaged. The transmission efficiency of power is determined based on gear mesh losses, etc.
In the example shown in
As described above, when considering the simplified model, torque fluctuations with a magnitude of T0×N×η occur in the axles 2a upon disengagement of the first engagement device 11. In view of this fact, in the present embodiment, the control device 5 is configured to limit a disengagement force used in disengagement control to less than or equal to a magnitude at which the first engagement device 11 is disengaged in a state in which the transmission torque of the first engagement device 11 is T/(N×η) in which T is the maximum allowed value of torque fluctuations in the axles 2a that is determined based on the maximum allowed value of acceleration fluctuations (specifically, fluctuations in forward and backward acceleration) of the vehicle 1 having the vehicle drive transmission device 4 mounted thereon. By thus limiting the magnitude of the disengagement force, T0 which is transmission torque immediately before disengagement of the first engagement device 11 can be suppressed to T/(N×η) or less. Thus, torque fluctuations occurring in the axles 2a can be suppressed to {T/(N×η)}×N×η it or less (i.e., T or less). As a result, it is possible to suppress acceleration fluctuations that can occur in the vehicle 1 to a small level (specifically, to the maximum allowed value or less).
Note that T which is the maximum allowed value of torque fluctuations of the axles 2a can be a value derived from G×M×g×r in which G is the maximum allowed value of acceleration fluctuations (specifically, fluctuations in forward and backward acceleration) of the vehicle 1 (note that the maximum allowed value is a numerical value represented by a system of units in which gravitational acceleration is 1), M is the weight of the vehicle 1, r is the radius (specifically, dynamic radius) of the wheels 2, and g is the gravitational acceleration (specifically, standard gravitational acceleration). It is preferred that the value “G” be set to a value at which an occupant of the vehicle 1 does not feel acceleration fluctuations of the vehicle 1. It is preferred that the value “G” be, for example, 0.1 or less, preferably, 0.05 or less, and more preferably, 0.03 or less.
When the control device 5 performs upshifting in which a shift speed formed by the transmission 10 transitions from the first shift speed to the second shift speed, the control device 5 performs engagement control and disengagement control in accordance with, for example, a processing procedure of
After starting the engagement control, the control device 5 determines whether a start condition for disengagement control has held true (step #03), and if it is determined that the start condition has held true (step #03: Yes), then the control device 5 starts disengagement control (step #04). As such, when upshifting is performed in accordance with the procedure shown in
During a period before the first engagement device 11 has been disengaged (step #05: No), the control device 5 continuously performs disengagement control, and when the first engagement device 11 has been disengaged (step #05: Yes), the control device 5 terminates the engagement control and the disengagement control. Then, the control device 5 performs synchronous control in which, with a rotational speed of the input member 20, which is determined based on the rotational speed of the output member 30 and the transmission gear ratio of the second shift speed, being a synchronous rotational speed, input torque from the rotating electrical machine 3 to the input member 20 is controlled such that the rotational speed of the input member 20 approaches the synchronous rotational speed (step #06), by which the upshifting is completed. The synchronous rotational speed is specifically a rotational speed obtained by multiplying the rotational speed of the output member 30 by the transmission gear ratio of the second shift speed. The control device 5 controls the input torque such that the rotational speed of the input member 20 approaches the synchronous rotational speed, by controlling the operation of the inverter device 6 to control output torque of the rotating electrical machine 3. When, like the vehicle drive transmission device 4 exemplified in
In
At or after time t2, the transmission torque of the first engagement device 11 decreases as the engagement pressure of the second engagement device 12 increases. In the example shown in
In terms of a reduction in time required for upshifting, increasing the change rate of engagement pressure of the second engagement device 12 in engagement control may be considered. However, in the second engagement device 12 of a friction type, in general, there are variations in actual engagement pressure with respect to an instruction value of engagement pressure, and thus, when the change rate of engagement pressure of the second engagement device 12 is large, a situation in which torque fluctuations of the axles 2a are induced (e.g., a situation in which the actual engagement pressure of the second engagement device 12 becomes too high before the first engagement device 11 is disengaged) is likely to occur. When the control device 5 makes the change rate of engagement pressure of the second engagement device 12 set at or after the time of reach smaller than the change rate of engagement pressure of the second engagement device 12 set before the time of reach, while a reduction in time required for upshifting is achieved by increasing the change rate of engagement pressure of the second engagement device 12 during a period before the time of reach, the change rate of engagement pressure of the second engagement device 12 is reduced during a period after the time of reach, by which a situation in which torque fluctuations of the axles 2a are induced can be made difficult to occur.
As shown in
When the control device 5 starts disengagement control at or after the time of reach, by appropriately setting the set engagement pressure, the disengagement control can start after the transmission torque of the first engagement device 11 decreases to a level at which the first engagement device 11 can be disengaged (or a level close thereto). Hence, unnecessary energy consumption caused by too early start timing of disengagement control is easily suppressed.
When the control device 5 starts disengagement control at time t3, the control device 5 controls the operation of the actuator 90 of the first engagement device 11 to allow a disengagement force to act on the meshing portion of the first engagement device 11. As described above, in the present embodiment, the control device 5 limits the disengagement force used in the disengagement control to less than or equal to a magnitude at which the first engagement device 11 is disengaged in a state in which the transmission torque of the first engagement device 11 is T/(N×η). In
In
In
Meanwhile, as shown in
As such, in the example shown in
When the control device 5 is configured to start disengagement control at or after a point in time at which the transmission torque of the second engagement device 12 reaches the set torque, the start condition for disengagement control (step #03 of
Next, other embodiments of the control device will be described.
(1) In
(2) In
(3) In
(4) Note that a configuration disclosed in each of the above-described embodiments can also be applied in combination with configurations disclosed in other embodiments (including a combination of embodiments described as other embodiments) as long as a contradiction does not arise. For other configurations, too, the embodiments disclosed in this specification are in all respects merely illustrative. Thus, various modifications can be made therein as appropriate without departing from the true spirit and scope of the present disclosure.
A summary of a control device described above will be described below.
In a control device (5) whose control target is a vehicle drive transmission device (4) that includes an input member (20) that is drive-coupled to a drive power source (3); an output member (30) that is drive-coupled to a wheel (2); and a transmission (10) that includes a first engagement device (11) of a mesh type and a second engagement device (12) of a friction type and that is disposed in a power transmission path between the input member (20) and the output member (30), the transmission (10) forming a first shift speed in a state in which the first engagement device (11) is engaged and the second engagement device (12) is disengaged, and forming a second shift speed having a smaller transmission gear ratio than the first shift speed in a state in which the first engagement device (11) is disengaged and the second engagement device (12) is engaged, when upshifting in which a shift speed formed by the transmission (10) transitions from the first shift speed to the second shift speed is performed, engagement control in which engagement pressure of the second engagement device (12) is allowed to gradually increase, and disengagement control in which a disengagement force which is a force to disengage the first engagement device (11) is allowed to act on a meshing portion of the first engagement device (11) are performed, in the engagement control, engagement pressure of the second engagement device (12) is allowed to gradually increase toward target engagement pressure at which transmission torque capacity of the second engagement device (12) reaches a magnitude determined based on input torque from the drive power source (3) to the input member (20), and a change rate of engagement pressure of the second engagement device (12) set at or after a time of reach at which engagement pressure of the second engagement device (12) reaches set engagement pressure which is lower than the target engagement pressure is made smaller than a change rate of engagement pressure of the second engagement device (12) set before the time of reach, and the disengagement control starts at or after the time of reach.
According to this configuration, when upshifting is performed, engagement control and disengagement control are performed, and thus, when the transmission torque of the first engagement device (11) decreases to less than or equal to a torque level that is determined based on a disengagement force, the first engagement device (11) can be disengaged. Here, in the engagement control, a change rate of engagement pressure of the second engagement device (12) set at or after the time of reach is made smaller than a change rate of engagement pressure of the second engagement device (12) set before the time of reach. Hence, during a period before the time of reach, by increasing the change rate of engagement pressure of the second engagement device (12), a reduction in time required for upshifting can be achieved. In addition, during a period after the time of reach, by reducing the change rate of engagement pressure of the second engagement device (12), a situation in which relatively large acceleration fluctuations of a vehicle (1) are induced, e.g., a situation in which the engagement pressure of the second engagement device (12) becomes too high before the first engagement device (11) is disengaged, can be made difficult to occur.
As described above, according to this configuration, when upshifting is performed, it is possible to suppress acceleration fluctuations occurring in the vehicle (1) to a small level while a reduction in time required for the upshifting is achieved. Furthermore, according to this configuration, disengagement control starts at or after the time of reach, and thus, the disengagement control can start after the transmission torque of the first engagement device (11) decreases to a level at which the first engagement device (11) can be disengaged (or a level close thereto). Thus, there is also an advantage in that unnecessary energy consumption caused by too early start timing of disengagement control can be suppressed.
Here, it is preferred that in the disengagement control, disengagement force maintenance control in which control is performed to make the magnitude of the disengagement force constant be performed.
Upon disengagement of the first engagement device (11), acceleration fluctuations with a magnitude based on the magnitude of transmission torque of the first engagement device (11) at the time of the disengagement can occur in the vehicle (1). According to this configuration, in disengagement control, disengagement force maintenance control in which control is performed to make the magnitude of a disengagement force constant is performed, and thus, variations in acceleration fluctuations occurring in the vehicle (1) upon disengagement of the first engagement device (11) can be suppressed to a small level, by which acceleration fluctuations occurring in the vehicle (1) upon disengagement of the first engagement device (11) are easily suppressed to a small level.
In a configuration in which, as described above, in the disengagement control, the disengagement force maintenance control is performed, it is preferred that an actuator (90) that switches between engagement and disengagement of the first engagement device (11) be a motor-driven actuator that generates drive power with a magnitude determined based on the magnitude of a drive current, and the disengagement force maintenance control be control to maintain the drive current at a constant magnitude.
According to this configuration, when the actuator (90) of the first engagement device (11) is a motor-driven actuator, disengagement force maintenance control can be appropriately performed.
In the control device (5) of each of the above-described configurations, it is preferred that the transmission (10) include a first rotating member (61), a first gear (71), and a second gear (72) on a first axis (A1), and include a second rotating member (62), a third gear (73) that meshes with the first gear (71), and a fourth gear (74) that meshes with the second gear (72) on a second axis (A2) different from the first axis (A1), the first gear (71) rotate together with the first rotating member (61), the third gear (73) be disposed so as to be relatively rotatable to the second rotating member (62), the first shift speed be implemented in a state in which the first rotating member (61) and the second rotating member (62) are coupled together through a first gear pair (81) which is a gear pair including the first gear (71) and the third gear (73), the second shift speed be implemented in a state in which the first rotating member (61) and the second rotating member (62) are coupled together through a second gear pair (82) which is a gear pair including the second gear (72) and the fourth gear (74), the first engagement device (11) include a sleeve member (15) that rotates together with the second rotating member (62); and an engagement part (41a) that rotates together with the third gear (73), the sleeve member (15) be able to move in an axial direction (L) between an engagement location (P1) at which the first rotating member (61) and the second rotating member (62) are coupled together through the first gear pair (81) by engaging the sleeve member (15) with the engagement part (41a), and a disengagement location (P2) at which coupling of the first rotating member (61) to the second rotating member (62) through the first gear pair (81) is released by releasing engagement of the sleeve member (15) with the engagement part (41a), the second engagement device (12) be provided so as to adjust transmission torque between the first rotating member (61) and the second rotating member (62) through the second gear pair (82), in the engagement control, transmission torque between the sleeve member (15) and the engagement part (41a) be reduced by gradually increasing transmission torque between the first rotating member (61) and the second rotating member (62) through the second gear pair (82) by gradually increasing engagement pressure of the second engagement device (12), and in the disengagement control, the disengagement force be allowed to act on the meshing portion by providing thrust that moves from the engagement location (P1) to the disengagement location (P2) in the axial direction (L) to the sleeve member (15).
When the transmission (10) is configured in the above-described manner, by disengaging the first engagement device (11) by moving the sleeve member (15) located at the engagement location (P1) to the disengagement location (P2), upshifting can be performed. According to this configuration, when upshifting is thus performed, in a process in which the transmission torque of the first engagement device (11) (specifically, transmission torque between the sleeve member (15) and the engagement part (41a)) decreases with performance of engagement control, by performing disengagement control, the sleeve member (15) moves from the engagement location (P1) to the disengagement location (P2) by thrust provided to the sleeve member (15), by which the first engagement device (11) can be disengaged. Thus, when the transmission (10) is configured in the above-described manner, by performing engagement control and disengagement control, upshifting can be appropriately performed.
The control device according to the present disclosure can provide at least one of the above-described advantageous effects.
2: Wheel, 3: Rotating electrical machine (drive power source), 4: Vehicle drive transmission device, 5: Control device, 10: Transmission, 11: First engagement device, 12: Second engagement device, 15: Sleeve member, 20: Input member, 30: Output member, 41a: First engagement part (engagement part), 61: First rotating member, 62: Second rotating member, 71: First gear, 72: Second gear, 73: Third gear, 74: Fourth gear, 81: First gear pair, 82: Second gear pair, 90: Actuator, A1: First axis, A2: Second axis, L: Axial direction, P1: Engagement location, and P2: Disengagement location
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-129416 | Jul 2020 | JP | national |
This application is a National Stage of International Application No. PCT/JP2021/013797 filed Mar. 31, 2021, claiming priority based on Japanese Patent Application No. 2020-129416 filed Jul. 30, 2020, the contents of which are incorporated by reference.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2021/013797 | 3/31/2021 | WO |
