Vehicle control device

Abstract

The present invention addresses the problem of providing a vehicle control device capable of easily switching a meshing clutch to a disengaged state when it is requested to switch to the disengaged state of the meshing clutch. When switching to a disengaged state of the engagement clutch is requested during travel in which a power transmission path between the power source and the drive wheel is in a state in which power can be transmitted, the actuator is driven so that a force required to release engagement in the engagement clutch acts, and then the friction clutch is switched to the disengaged state. Thus, even if the torque input to the engagement clutch is large and after the friction clutch is in the disengaged state, the engagement of the engagement teeth cannot be released even if the force required for releasing the engagement in the engagement clutch is applied, the engagement of the engagement teeth can be easily released. Therefore, when it is requested to switch to the disengaged state of the meshing clutch, it is possible to easily switch the meshing clutch to the disengaged state.

Description

Technical Field

[0001] The present invention relates to a vehicle control device having an engaging clutch and a friction clutch disposed between a power source and the engaging clutch. Background Technology

[0002] A vehicle control device is known, comprising: an engagement clutch disposed on the power transmission path between a power source and a drive wheel, which is engaged by meshing teeth and disengaged; an actuator that switches the engagement and disengagement of the engagement clutch; and a friction clutch disposed on the power transmission path between the power source and the engagement clutch. For example, the vehicle shift control device described in Patent Document 1 is such a device. Patent Document 1 discloses the following technique: when shifting gears in a transmission that switches gear stages by switching the engagement and disengagement of a predetermined engagement clutch, the torque capacity of the friction clutch is reduced, and the engagement clutch of the current gear stage is disengaged, and then engaged to form the engagement clutch of the shifted gear stage.

[0003] Patent Document 1: Japanese Patent Application Publication No. 2022-36714 Summary of the Invention

[0004] When switching the engaging clutch to the disengaged state, even if the friction clutch is in the disengaged state, the friction or inertia of the rotating parts in the rear section of the friction clutch and the front section of the engaging clutch, or the parts connected to those rotating parts, will generate torque input to the engaging clutch. Thus, depending on the magnitude of the torque input to the engaging clutch, the engagement of the meshing teeth in the engaging clutch becomes difficult to disengage, making it difficult to switch the engaging clutch to the disengaged state.

[0005] The present invention was made against the background described above, and its object is to provide a vehicle control device that can easily switch the engaged clutch to the disengaged state when a request is made to switch to the disengaged state of the engaged clutch.

[0006] The subject of the first invention is: (a) a control device for a vehicle, the vehicle comprising: an engagement clutch disposed on a power transmission path between a power source and a drive wheel, which is engaged by meshing of meshing teeth and disengaged by disengaging the engagement; an actuator that switches the engagement and disengagement states of the engagement clutch; and a friction clutch disposed on a power transmission path between the power source and the engagement clutch; (b) the control device for the vehicle comprising: a clutch control unit that, when a request is made to switch to the disengagement state of the engagement clutch during driving in a state where the power transmission path between the power source and the drive wheel is in a power transmissionable state, drives the actuator to apply a force required to disengage the engagement of the engagement clutch, and then switches the friction clutch to the disengagement state.

[0007] Invention Effects

[0008] According to the first invention, when a request to switch to the disengaged state of the clutch is made during driving while the power transmission path between the power source and the drive wheel is in a power-transmitting state, the actuator is driven to apply the force required to disengage the clutch, and then the friction clutch is switched to the disengaged state. Here, it has been found that during the transition from the engaged to the disengaged state of the friction clutch, there is a moment when the torque input to the engaged clutch is smaller than when the friction clutch is disengaged. Therefore, even if the torque input to the engaged clutch is so large that even applying the force required to disengage the clutch after it becomes disengaged cannot disengage the meshing of the teeth, by first applying the force required to disengage the teeth and then starting to switch to the disengaged state of the friction clutch, the meshing of the teeth can be easily disengaged. Therefore, when a request to switch to the disengaged state of the clutch is made, the engaged clutch can be easily switched to the disengaged state. Attached Figure Description

[0009] Figure 1 This is a diagram illustrating the general structure of a vehicle to which the present invention is applied.

[0010] Figure 2 It is a diagram illustrating the control functions and key components of the control system used in vehicles.

[0011] Figure 3 This is a flowchart illustrating the key aspects of the control operation of the electronic control device. It is a flowchart illustrating the control operations performed to easily switch the jaw clutch to the disengaged state when a request is made to switch to the disengaged state of the jaw clutch. Detailed Implementation

[0012] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0013] Figure 1 This is a diagram illustrating the schematic structure of the vehicle 10 to which the present invention is applied. Figure 1 In the vehicle 10, there are: an engine 12; drive wheels 14; and a power transmission device 16 disposed on the power transmission path between the engine 12 and the drive wheels 14. The engine 12 functions as the power source of the present invention.

[0014] Engine 12 is, for example, a known internal combustion engine. Engine 12 is controlled by an electronic control unit 90 (see reference 90, described later). Figure 2 It controls the throttle actuator, fuel injection device, ignition device, etc. of the vehicle 10, and controls the engine torque Te, which is the torque of the engine 12.

[0015] The power transmission device 16 includes a K1 clutch 18, a gearbox 20 that transmits power from the engine 12 to the drive wheels 14, etc. Furthermore, the power transmission device 16 includes a drive shaft 22 connected to the output shaft 20o, a differential 24 connected to the drive shaft 22, and a pair of drive shafts 26 connected to the differential 24, etc. The output shaft 20o is the output rotating component of the gearbox 20.

[0016] Clutch 18 (K1) is disposed on the power transmission path between engine 12 and transmission 20 (particularly input shaft 20i). Input shaft 20i is the input rotating component of transmission 20. Clutch 18 (K1) is, for example, a known hydraulic friction engagement device composed of a multi-plate or single-plate clutch. Clutch 18 (K1) is the friction clutch of the present invention disposed on the power transmission path between engine 12 and jaw clutch 50 (described later). Clutch 18 (K1) is controlled by a hydraulic control circuit 28 (see reference 28) provided by vehicle 10. Figure 2 The supplied hydraulic pressure PRk1 in K1 changes the torque Tk1 in K1, thereby switching the control state. The hydraulic pressure PRk1 in K1 is the hydraulic pressure regulated by the hydraulic control circuit 28. The torque Tk1 in K1 is the torque capacity of the clutch 18 in K1. The control states include engaged, slippery, and disengaged states.

[0017] In vehicle 10, when clutch K1 18 is engaged, engine 12 and transmission 20 are connected in a manner capable of transmitting power. Conversely, when clutch K1 18 is disengaged, power transmission between engine 12 and transmission 20 is interrupted. Clutch K1 18 functions as a clutch that disconnects or connects the power transmission between engine 12 and transmission 20. In power transmission device 16, when clutch K1 18 is engaged, power output from engine 12 is transmitted sequentially to drive wheels 14 via clutch K1 18, transmission 20, drive shaft 22, differential 24, and drive shaft 26.

[0018] The transmission 20 has multiple rotating shafts, including an input shaft 20i and an output shaft 20o, arranged parallel to each other. The transmission 20 is a so-called parallel dual-shaft transmission that forms multiple gear stages (also called gears) by reducing or increasing the rotation of the input shaft 20i at a predetermined gear ratio (also called a shift ratio) γ (=Ni / No). “Ni” is the input rotational speed Ni of the transmission 20, and also the rotational speed of the input shaft 20i. “No” is the output rotational speed No of the transmission 20, and also the rotational speed of the output shaft 20o. The input shaft 20i is rotatable about a rotational axis CL1. The output shaft 20o is rotatable about a rotational axis CL2.

[0019] The transmission 20 has multiple constantly meshing gear pairs 30. The gear pairs 30, arranged sequentially from the engine 12 toward the drive wheel 14 along the rotation axis CL1, include a 2nd gear pair 30a, a 5th gear pair 30b, a 3rd gear pair 30c, a 6th gear pair 30d, a 1st gear pair 30e, and a 4th gear pair 30f. The rotation axis CL1 has the same meaning as the axial direction of the input shaft 20i.

[0020] The gear pair 30 consists of a drive gear 32 and a driven gear 34 that is always meshed with the drive gear 32. The drive gear 32 includes a 2nd gear drive gear 32a, a 5th gear drive gear 32b, a 3rd gear drive gear 32c, a 6th gear drive gear 32d, a 1st gear drive gear 32e, and a 4th gear drive gear 32f. The driven gear 34 includes a 2nd gear driven gear 34a, a 5th gear driven gear 34b, a 3rd gear driven gear 34c, a 6th gear driven gear 34d, a 1st gear driven gear 34e, and a 4th gear driven gear 34f.

[0021] The drive gear 32 is configured to rotate relative to the input shaft 20i. The driven gear 34 is fixed relative to the output shaft 20o and cannot rotate relative to it. If the drive gear 32 rotates, the driven gear 34 and the output shaft 20o rotate at a speed corresponding to the gear ratio γ of the gear pair 30.

[0022] The transmission 20 includes a switching mechanism 36 disposed on the input shaft 20i. The switching mechanism 36 includes a first switching mechanism 36a, a second switching mechanism 36b, and a third switching mechanism 36c. The first switching mechanism 36a is disposed in the direction of the rotation axis CL1 between and adjacent to the 2nd gear drive gear 32a and the 5th gear drive gear 32b. The second switching mechanism 36b is disposed in the direction of the rotation axis CL1 between and adjacent to the 3rd gear drive gear 32c and the 6th gear drive gear 32d. The third switching mechanism 36c is disposed in the direction of the rotation axis CL1 between and adjacent to the 1st gear drive gear 32e and the 4th gear drive gear 32f.

[0023] The switching mechanism 36 switches the power transmission state of the gear pair 30 to a power transmission-enabled state and a power transmission-impossible state. The switching mechanism 36 is a disconnection device capable of switching the connection state between one of the drive gears 32 located in adjacent positions and the input shaft 20i (making them rotate as a unit) and disconnecting the other from the input shaft 20i (making them rotate relative to each other).

[0024] For example, if the 2nd gear drive gear 32a and the input shaft 20i are connected via the first switching mechanism 36a, the transmission 20 is switched to a power-transmitting state via the 2nd gear pair 30a, forming a 2nd gear stage 2nd in the transmission 20. Furthermore, if the 5th gear drive gear 32b and the input shaft 20i are connected via the first switching mechanism 36a, the transmission 20 is switched to a power-transmitting state via the 5th gear pair 30b, forming a 5th gear stage 5th in the transmission 20. The same applies to the 3rd gear stage 3rd, the 6th gear stage 6th, the 1st gear stage 1st, and the 4th gear stage 4th.

[0025] In the switching mechanism 36, a switching engagement tooth 38 is formed at a position opposite to the drive gear 32 in the direction of the rotation axis CL1. In the drive gear 32, a gear-side engagement tooth 40 is formed at a position opposite to the switching mechanism 36 in the direction of the rotation axis CL1, capable of engaging with the switching engagement tooth 38. The switching engagement tooth 38 includes a 2nd gear switching engagement tooth 38a, a 5th gear switching engagement tooth 38b, a 3rd gear switching engagement tooth 38c, a 6th gear switching engagement tooth 38d, a 1st gear switching engagement tooth 38e, and a 4th gear switching engagement tooth 38f. The gear-side engagement tooth 40 includes a 2nd gear-side engagement tooth 40a, a 5th gear-side engagement tooth 40b, a 3rd gear-side engagement tooth 40c, a 6th gear-side engagement tooth 40d, a 1st gear-side engagement tooth 40e, and a 4th gear-side engagement tooth 40f.

[0026] For example, the second-gear shifting engagement tooth 38a is a shifting engagement tooth 38 formed in the first shifting mechanism 36a at a position opposite to the second-gear drive gear 32a in the direction of the rotation axis CL1. The same applies to other shifting engagement teeth 38a. Furthermore, the second-gear gear-side engagement tooth 40a is a gear-side engagement tooth 40 formed in the second-gear drive gear 32a at a position opposite to the first shifting mechanism 36a in the direction of the rotation axis CL1, capable of engaging with the second-gear shifting engagement tooth 38a. The same applies to other gear-side engagement teeth 40a.

[0027] The transmission 20 is a dog clutch transmission with a dog clutch 50. The dog clutch 50 is a known engagement clutch consisting of a switching mechanism 36 having switching engagement teeth 38 and gear-side engagement teeth 40. The switching engagement teeth 38 and gear-side engagement teeth 40 are engagement teeth, i.e., canine teeth, that form part of the dog clutch 50. The dog clutch 50 is an engagement clutch of the present invention located on the power transmission path between the engine 12 and the drive wheel 14, which is engaged by the meshing of the engagement teeth and disengaged by disengaging them.

[0028] The jaw clutch 50 includes a 2nd gear jaw clutch 50a, a 5th gear jaw clutch 50b, a 3rd gear jaw clutch 50c, a 6th gear jaw clutch 50d, a 1st gear jaw clutch 50e, and a 4th gear jaw clutch 50f. For example, the 2nd gear jaw clutch 50a is composed of a first switching mechanism 36a having a 2nd gear shifting engagement tooth 38a and a 2nd gear side engagement tooth 40a, etc. The same applies to jaw clutches 50 other than the 2nd gear jaw clutch 50a.

[0029] The transmission 20 is configured to be able to shift to a forward 6th gear by activating the shifting mechanism 36. The shifting mechanism 36 operates by moving in the direction of the rotation axis CL1. The shifting mechanism 36 moves in the direction of the rotation axis CL1 via the shifting mechanism 60 provided by the transmission 20.

[0030] The shift mechanism 60 is a mechanism for moving the switching mechanism 36 in the direction of the rotation axis CL1. The shift mechanism 60 includes a shift fork 62, a shift drum 64, and a shift actuator 66. The shift fork 62 includes a first shift fork 62a that engages with the first switching mechanism 36a, a second shift fork 62b that engages with the second switching mechanism 36b, and a third shift fork 62c that engages with the third switching mechanism 36c. The shift drum 64 has shift grooves 68 that define the movement position of the switching mechanism 36 in the direction of the rotation axis CL1 via the shift fork 62. The shift grooves 68 include a first shift groove 68a, a second shift groove 68b, and a third shift groove 68c. For example, the first shift groove 68a defines the movement position of the first switching mechanism 36a in the direction of the rotation axis CL1 via the first shift fork 62a. The same applies to the second shift groove 68b and the third shift groove 68c. The shift actuator 66 is an actuator that rotates the shift drum 64.

[0031] The shift groove 68 is formed circumferentially along the shift drum 64, and a portion of its circumferential direction is bent along the axial direction of the shift drum 64. Therefore, if the shift drum 64 is rotated, the shift fork 62 moves axially along the groove shape of the shift groove 68. Furthermore, if the shift fork 62 moves axially along the shift drum 64, the shifting mechanism 36 moves in conjunction with the shift fork 62 in the direction of the rotation axis CL1.

[0032] The shape of the shift groove 68 relative to the circumferential position of the shift drum 64 varies. The shift groove 68 is shaped such that, as the shift drum 64 rotates in one direction, the transmission 20 sequentially upshifts from 1st gear to 6th gear. Conversely, the shift groove 68 is also shaped such that, as the shift drum 64 rotates in the opposite direction, the transmission 20 sequentially downshifts from 6th gear to 1st gear.

[0033] Furthermore, the shift groove 68 is shaped such that during the transition period between upshifting and downshifting, the shifting mechanism 36 moves in the direction of the rotation axis CL1 at an appropriate time, i.e., the shift stroke is performed at an appropriate time. Therefore, the transmission 20 performs shifting by moving the shifting mechanism 36 to a predetermined position in the direction of the rotation axis CL1 according to the rotation of the shift drum 64, thereby switching the disengagement state of the jaw clutch 50. The disengagement state of the jaw clutch 50 includes a connected state in which power can be transmitted between the drive gear 32 and the input shaft 20i, and a disconnected state in which power transmission is cut off between the drive gear 32 and the input shaft 20i. The meaning of the connected state of the jaw clutch 50 is the same as the meaning of the engaged state of the jaw clutch 50, and the meaning of the disengaged state of the jaw clutch 50 is the same as the meaning of the disengaged state of the jaw clutch 50.

[0034] The shift mechanism 60 is the actuator of the present invention for switching the engagement and disengagement states of the dog clutch 50. The transmission 20 is the transmission of the present invention for automatically switching gear stages by switching the engagement and disengagement states of a predetermined engagement clutch among a plurality of dog clutches 50 via the shift mechanism 60. The predetermined engagement clutch, or predetermined dog clutch, is a dog clutch 50 that switches from an engaged state to a disengaged state via shifting the transmission 20, and a dog clutch 50 that switches from a disengaged state to an engaged state via shifting the transmission 20. For example, when shifting between 1st gear stage and 2nd gear stage, the dog clutch 50e for 1st gear stage and the dog clutch 50a for 2nd gear stage become predetermined dog clutches. The same applies to shifting between other gear stages.

[0035] Figure 2 This diagram illustrates the control functions and key components of the control system used in vehicle 10. Figure 2 In addition, the vehicle 10 further includes an electronic control unit 90, which serves as a controller for vehicle 10 control devices, including those related to the control of the engine 12 or the transmission 20. The electronic control unit 90 is configured, for example, as a so-called microcomputer equipped with a CPU, RAM, ROM, input / output interfaces, etc. The CPU performs signal processing according to a program pre-stored in the ROM while utilizing the temporary storage function of RAM, thereby executing various controls of the vehicle 10.

[0036] Various signals, based on the detection values ​​of various sensors on the vehicle 10, are supplied to the electronic control unit 90. These sensors include, for example, an engine speed sensor 70, an input rotational speed sensor 72, an output rotational speed sensor 74, a throttle opening sensor 76, and a shift drum angle sensor 78. Various signals include, for example, engine speed Ne, input rotational speed Ni, output rotational speed No, throttle opening θacc, and shift drum rotation angle θbrl. The output rotational speed No is the rotational speed corresponding to the vehicle speed V. The shift drum rotation angle θbrl is the rotation angle of the shift drum 64.

[0037] The vehicle 10 further includes a paddle shifter switch 82 fixed to a steering wheel 80. The paddle shifter switch 82 is an input device for receiving manual gear shifting operations. Manual gear shifting operations include, for example, an upshifting operation requesting the transmission 20 to shift up and a downshifting operation requesting the transmission 20 to shift down. Therefore, the paddle shifter switch 82 includes an upshift switch 82u for receiving upshifting operations and a downshift switch 82d for receiving downshifting operations. Whenever the upshift switch 82u is operated, an upshift request signal Sup for requesting the transmission 20 to shift up is supplied to the electronic control unit 90. Whenever the downshift switch 82d is operated, a downshift request signal Sdw for requesting the transmission 20 to shift down is supplied to the electronic control unit 90.

[0038] The vehicle 10 further includes a neutral switch 84. The neutral switch 84 is an input device that accepts a manual shift operation to put the transmission 20 into neutral. The neutral state of the transmission 20 is a state where no gear stage of the transmission 20 is formed, and where power transmission in the transmission 20 is impossible. The transmission 20 is in neutral if all jaw clutches 50 are disengaged. Whenever the neutral switch 84 is operated, a neutral request signal Sn is supplied to the electronic control unit 90 to request the neutral state of the transmission 20.

[0039] The electronic control unit 90 outputs various command signals to the various devices equipped in the vehicle 10. These devices include, for example, the engine 12, the hydraulic control circuit 28, and the shift actuator 66. The various command signals include, for example, the engine control command signal Se, the hydraulic control command signal Sk1, and the sleeve control command signal Sbrl.

[0040] In order to realize various controls in the vehicle 10, the electronic control unit 90 includes a power source control unit 92 and a clutch control unit 94.

[0041] The power source control unit 92 calculates the requested drive torque Trdem by applying the throttle opening θacc and vehicle speed V to a pre-set drive request quantity diagram. Taking into account the gear ratio γ of the transmission 20, the power source control unit 92 outputs an engine control command signal Se to obtain the engine torque Te that realizes the requested drive torque Trdem.

[0042] The clutch control unit 94 switches gear stages of the transmission 20, including the neutral state, based on the driver's upshift or downshift request received by the paddle switch 82, or the driver's neutral position received by the neutral switch 84. Alternatively, the clutch control unit 94 can use a preset shift pattern to determine the gear shift of the transmission 20 and switch gear stages of the transmission 20 as needed.

[0043] When the clutch control unit 94 receives an upshift request signal Sup when a gear stage is formed in the transmission 20, it outputs a shift drum control command signal Sbrl to the shift actuator 66 to drive the shift drum 64 to rotate in the upshift direction, thereby upshifting the transmission 20. Thus, for example, when upshifting from 1st gear stage 1st to 2nd gear stage 2nd, the 1st gear dog clutch 50e switches from engaged to disengaged, and the 2nd gear dog clutch 50a switches from disengaged to engaged. Furthermore, the upshift request signal Sup is invalidated when a 6th gear stage 6th is formed.

[0044] When a gear stage is formed, if the clutch control unit 94 receives a downshift request signal Sdw, it outputs a shift drum control command signal Sbrl to the shift actuator 66 to drive the shift drum 64 to rotate in the downshift direction, thereby downshifting the transmission 20. Thus, for example, when downshifting from 2nd gear stage to 1st gear stage, the 2nd gear dog clutch 50a switches from engaged to disengaged, and the 1st gear dog clutch 50e switches from disengaged to engaged. Furthermore, the downshift request signal Sdw when the 1st gear stage is formed is invalidated.

[0045] When the gear stages are formed, if the clutch control unit 94 receives a neutral request signal Sn, it outputs a shift drum control command signal Sbrl to the shift actuator 66 to drive the shift drum 64 to rotate, thereby putting the transmission 20 into neutral. Thus, for example, when shifting from the 1st gear stage to neutral, the 1st gear dog clutch 50e shifts from engaged to disengaged. The neutral request signal Sn is also a dog clutch disengagement request signal used to request switching to the disengaged state of the dog clutch 50.

[0046] During driving when the power transmission path between engine 12 and drive wheel 14 is in a power-transmitting state, i.e., when the gear stage is formed in transmission 20 with clutch K1 18 engaged, a torque Tin is generated and input to transmission 20. This is also true during vehicle deceleration with the throttle closed. During vehicle deceleration, due to friction or inertia from engine 12, etc., a negative input torque Tin is generated. The meaning of the torque Tin input to transmission 20 is the same as the meaning of the torque Tin input to jaw clutch 50. The input torque Tin affects the frictional force of the meshing parts of the meshing teeth; therefore, the larger the input torque Tin, the greater the force required to disengage the meshing teeth. Therefore, when shifting to neutral with a gear stage formed, it is advisable to first disengage clutch K1 18 and then begin shifting to disengage jaw clutch 50. However, while the friction or inertia effect on the upstream side of the K1 clutch 18 (e.g., the engine 12 side) disappears when the K1 clutch 18 is disengaged, the friction or inertia effect on the upstream side of the K1 clutch 18, such as the input shaft 20i, remains. Thus, even when the K1 clutch 18 is disengaged, if the input torque Tin increases according to the specifications of the vehicle 10, it may be difficult to disengage the meshing teeth. For example, when driving an oil pump, alternator, air conditioning compressor, etc., via the input shaft 20i, these frictions or inertia will also affect the input torque Tin, in addition to the friction or inertia of the input shaft 20i itself. When the input torque Tin increases, it is necessary to wait until the vehicle speed V decreases sufficiently during deceleration. Alternatively, when the input torque Tin increases, it is necessary to increase the force applied by the shift mechanism 60 used to disengage the meshing teeth to counteract the frictional force of the meshing portion of the teeth. These consequences may lead to limitations in the use of the vehicle 10 or increased costs within the vehicle 10. The goal is to easily switch the dog clutch 50 to the disengaged state while minimizing the force applied by the shift mechanism 60.

[0047] Here, it was found that during the transition from the engaged to the disengaged state of clutch 18 K1, there are moments when the input torque Tin is smaller than when clutch 18 K1 is in the disengaged state. This is believed to be because the variation in input torque Tin becomes larger during the transition from the engaged to the disengaged state of clutch 18 K1.

[0048] Therefore, the clutch control unit 94 first switches to the disengaged state of the jaw clutch 50, and then switches to the disengaged state of the K1 clutch 18. Thus, even in a configuration where the K1 clutch 18 is first set to the disengaged state before switching to the disengaged state of the jaw clutch 50, the jaw clutch 50 easily disengages; even in configurations with high friction or inertia applied to the input shaft 20i, the jaw clutch 50 cannot easily disengage. During a large change in input torque Tin, when the force that switches the jaw clutch 50 to the disengaged state overcomes the input torque Tin, the jaw clutch 50 easily disengages. To reliably apply the force to switch the jaw clutch 50 to the disengaged state during the change in input torque Tin as the K1 clutch 18 transitions from the engaged state to the disengaged state, the force to switch the jaw clutch 50 to the disengaged state is applied first, and then the K1 clutch 18 disengages.

[0049] The clutch control unit 94 determines whether to request switching to the disengaged state of the dog clutch 50 while the vehicle is in a state where the power transmission path between the engine 12 and the drive wheels 14 is in a power-transmitting state. "While the vehicle is decelerating, for example, when the throttle is closed and the power transmission path between the engine 12 and the drive wheels 14 is in a power-transmitting state," refers to a situation where the vehicle is decelerating. "Requesting to switch to the disengaged state of the dog clutch 50" refers to a request to switch to the neutral state of the transmission 20, where no gear stage has been formed. The clutch control unit 94 determines whether to request switching to the disengaged state of the dog clutch 50, for example, based on whether a shift request from 1st gear stage 1st to neutral has been made. The clutch control unit 94 determines whether a shift request from 1st gear stage 1st to neutral has been made based on whether a neutral request signal Sn has been received when 1st gear stage 1st has been formed.

[0050] When the vehicle is decelerating, if the clutch control unit 94 determines that a request is made to disengage the jaw clutch 50, it actuates the shift mechanism 60 to apply the force required to disengage the meshing teeth in the jaw clutch 50. The clutch control unit 94 actuates the shift mechanism 60, which serves as the jaw clutch disengagement actuator for disengaging the jaw clutch 50. After starting to actuate the shift mechanism 60, the clutch control unit 94 disengages the K1 clutch 18.

[0051] The purpose of driving the shifting mechanism 60 before the K1 clutch 18 is switched to the disengaged state is to apply the force required to disengage the meshing teeth in the jaw clutch 50 from each other. Whether the jaw clutch 50 is switched to the disengaged state is irrelevant as a result of applying the required disengagement force. After the required disengagement force is applied, the shift to the disengaged state of the K1 clutch 18 begins, and as a result of the transition from the engaged to the disengaged state of the K1 clutch 18, the jaw clutch 50 is switched to the disengaged state.

[0052] Therefore, when the force required to disengage the meshing teeth in the jaw clutch 50 is applied, the switch to the disengaged state of the K1 clutch 18 can begin while the force required to disengage is reliably applied.

[0053] After a predetermined time TMf elapses from the point when the shift mechanism 60 is started to be driven, the clutch control unit 94 begins to switch to the disengaged state of the K1 clutch 18. The predetermined time TMf is, for example, the time elapsed since the start of the pre-set drive of the shift mechanism 60, from the point when the force required to reliably disengage the meshing teeth in the dog clutch 50 is determined.

[0054] Alternatively, after the gear shifting mechanism 60 drives the meshing teeth of the jaw clutch 50 to move relative to each other by a predetermined amount LTf or more before complete disengagement, the clutch control unit 94 begins to switch to the disengagement state of the K1 clutch 18. The predetermined amount LTf is, for example, a preset threshold for detecting minute relative movements (motions) between the meshing teeth of the jaw clutch 50 before complete disengagement. The predetermined amount LTf is, for example, a preset relative movement amount that determines the force required to reliably disengage the meshing teeth of the jaw clutch 50 by driving the gear shifting mechanism 60. The relative movement between the meshing teeth of the jaw clutch 50 is detected, for example, by the sleeve rotation angle θbrl based on the sleeve angle sensor 78, or by using a signal from a sensor that detects the amount of movement of the switching mechanism 36 in the direction of the rotation axis CL1.

[0055] Figure 3 This is a flowchart explaining the essential parts of the control operation of the electronic control device 90. It is a flowchart explaining the control operation of easily switching the dog clutch 50 to the disengaged state when a request is made to switch to the disengaged state. For example, it is repeatedly executed during vehicle deceleration when the power transmission path between the engine 12 and the drive wheel 14 is in a power transmission state.

[0056] exist Figure 3In this flowchart, each step corresponds to the function of the clutch control unit 94. In step S10 (hereinafter, steps are omitted), it is determined whether to request switching to the disengaged state of the jaw clutch 50. If the determination in S10 is negative, the process ends. If the determination in S10 is positive, in S20, the shift mechanism 60 is driven to apply the force required to disengage the meshing teeth in the jaw clutch 50. Then, in S30, the K1 clutch 18 switches to the disengaged state. Thus, the jaw clutch 50 switches to the disengaged state during either S20 or S30, and the process ends.

[0057] As described above, according to this embodiment, when a request to switch to the disengaged state of the jaw clutch 50 is made during driving when the power transmission path between the engine 12 and the drive wheel 14 is in a power-transmitting state, the shift mechanism 60 is driven to apply the force required to disengage the meshing teeth in the jaw clutch 50, and then the K1 clutch 18 is switched to the disengaged state. Therefore, even if the input torque Tin is so large that after the K1 clutch 18 is disengaged, the force required to disengage the meshing teeth in the jaw clutch 50 cannot disengage them, the meshing teeth can be easily disengaged. Thus, when a request to switch to the disengaged state of the jaw clutch 50 is made, the jaw clutch 50 can be easily switched to the disengaged state.

[0058] Furthermore, according to this embodiment, after a predetermined time TMf has elapsed from the point when the shift mechanism 60 is started to be driven, or after the meshing teeth in the dog clutch 50, before complete disengagement, have moved relative to each other by a predetermined amount LTf or more, the switch to the disengaged state of the K1 clutch 18 begins. Thus, the switch to the disengaged state of the K1 clutch 18 begins when the force required to reliably disengage the meshing teeth in the dog clutch 50 is applied.

[0059] Furthermore, according to this embodiment, the state in which the power transmission path between the engine 12 and the drive wheel 14 is in a power-transmitting state during driving refers to the vehicle decelerating while the throttle is closed. Therefore, when a request is made to switch to the disengaged state of the dog clutch 50 during vehicle deceleration, the dog clutch 50 can be easily switched to the disengaged state.

[0060] Furthermore, according to this embodiment, the request to switch to the disengaged state of the dog clutch 50 refers to the request to switch to the neutral state of the transmission 20 where no gear stage has been formed. Therefore, when a request is made to switch to the neutral state of the transmission 20, the dog clutch 50 can be easily switched to the disengaged state.

[0061] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention can also be applied to other methods.

[0062] For example, in the aforementioned embodiments, in addition to using engine 12, an electric motor can also be used as the power source.

[0063] Furthermore, in the aforementioned embodiments, the transmission can be any transmission that automatically switches gear stages by switching the engagement and disengagement states of the engaging clutch. Alternatively, the transmission may also include a friction clutch.

[0064] Furthermore, in the foregoing embodiments, the shift request, including the neutral position, is not limited to manual shifting operations via the paddle switch 82 or the neutral switch 84. In short, in a vehicle control device equipped with an engaging clutch and a friction clutch disposed on the power transmission path between the power source and the engaging clutch, the present invention can be applied whenever a request to switch to the disengaged state of the engaging clutch is made during driving when the power transmission path between the power source and the drive wheels is in a power-transmitting state. Additionally, in the present invention, as long as the engaging clutch can be switched to the disengaged state, the operation of the friction clutch in the disengaged state is auxiliary; after the engaging clutch is switched to the disengaged state, the friction clutch may not remain in the disengaged state.

[0065] Furthermore, in the aforementioned embodiments, the power source of the actuator that switches between the engagement and disengagement states of the meshing clutch can be various power sources such as air pressure, hydraulic pressure, or an electric motor.

[0066] Furthermore, the above description is only one embodiment, and the present invention can be implemented in various ways with modifications and improvements based on the knowledge of those skilled in the art.

[0067] Symbol Explanation

[0068] 10-Vehicle, 12-Engine (power source), 14-Drive wheel, 18-K1 clutch (friction clutch), 20-Transmission, 38-Shifting meshing teeth (meshing teeth), 40-Gear-side meshing teeth (meshing teeth), 50-Jaw clutch (meshing clutch), 60-Shifting mechanism (actuator), 90-Electronic control unit (control unit), 94-Clutch control unit.

Claims

1. A control device for a vehicle, the vehicle comprising: an engagement clutch disposed on a power transmission path between a power source and a drive wheel, wherein the clutch is engaged by meshing teeth and disengaged; an actuator for switching the engagement and disengagement states of the engagement clutch; and a friction clutch disposed on the power transmission path between the power source and the engagement clutch, the control device for the vehicle characterized in that it comprises: The clutch control unit, when requesting to switch to the disengaged state of the engaging clutch during driving when the power transmission path between the power source and the drive wheel is in a power-transmitting state, drives the actuator to disengage the force required to release the engagement of the engaging clutch, and then switches the friction clutch to the disengaged state.

2. The vehicle control device according to claim 1, characterized in that, The clutch control unit begins to switch to the disengaged state of the friction clutch after a predetermined time has elapsed since the start of the actuator's operation.

3. The vehicle control device according to claim 1, characterized in that, After the clutch control unit, through the drive of the actuator, causes the meshing teeth in the engaged clutch to move relative to each other by a predetermined amount or more before the engagement is completely disengaged, it begins to switch to the disengaged state of the friction clutch.

4. The vehicle control device according to claim 1, characterized in that, The term "driving in a state where the power transmission path between the power source and the drive wheel is in a power-transmitting state" refers to the vehicle decelerating while the throttle is closed.

5. The vehicle control device according to any one of claims 1 to 4, characterized in that, The vehicle further comprises a transmission that automatically switches gear stages by switching the engagement and disengagement states of a specified engagement clutch among a plurality of engagement clutches via the actuator. A request to switch to the disengaged state of the engagement clutch refers to a request to switch to the neutral state of the transmission in which no gear stage is formed.

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