Vehicle control device

Abstract

To provide a vehicle control device capable of avoiding or suppressing a reduction in durability of an engagement clutch and improving maintenance workability, even in the event of abnormal engagement of the engagement clutch.SOLUTION: When a shift operation is performed, a vehicle control device determines whether or not abnormal engagement of an engagement clutch occurs. When the determination is made for an occurrence of the abnormal engagement, the vehicle control device issues notifications on the occurrence of the abnormal engagement and information on a predetermined treatment for the abnormal engagement. Thus, a driver and a maintenance worker can recognize abnormality of a transmission. Additionally, the vehicle control device enhances elimination of the abnormal engagement, thereby facilitating the elimination of the abnormal engagement. Therefore, even in the event of the abnormal engagement of the engagement clutch, the vehicle control device can suppress a reduction in durability of the engagement clutch and improve maintenance workability.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control device for a vehicle equipped with a transmission in which gears are changed by switching the operating state of a dog clutch. [Background technology]

[0002] There are well-known control devices for vehicles that include a power source and a transmission that transmits power from the power source to drive wheels, the transmission having a dog clutch that is engaged when meshing teeth engage with each other and disengaged when the meshing is released, and in which gears are automatically changed by switching the dog clutch between the engaged state and the disengaged state using an actuator driven based on a manual gear shift operation. One example is the vehicle transmission control device described in Patent Document 1. Patent Document 1 discloses a technique for determining whether an abnormality in meshing has occurred, in which the tip surfaces of the meshing teeth abut against each other and the dog clutch cannot be switched to the engaged state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2023-22531 Summary of the Invention [Problem to be solved by the invention]

[0004] If maintenance work is performed without the driver or maintenance worker being informed that an abnormality in the meshing of the meshing teeth in the dog clutch has occurred, there is a risk that the durability of the dog clutch will be reduced due to damage to the meshing teeth, etc. Furthermore, there is a possibility that the maintenance worker will not know what action to take next in response to the occurrence of an abnormality in the meshing. Note that abnormalities in the meshing of the meshing teeth in a dog clutch, i.e., abnormal meshing of the dog clutch, include abnormal meshing in which the dog clutch cannot be switched to an engaged state and abnormal meshing in which the dog clutch cannot be switched to a disengaged state.

[0005] The present invention has been made against the background of the above circumstances, and its purpose is to provide a vehicle control device that can avoid or suppress the durability of a meshing clutch even if an abnormality in the meshing clutch occurs, and can improve the ease of maintenance work. [Means for solving the problem]

[0006] The gist of the first invention is a control device for a vehicle including (a) a power source and a transmission that transmits the power of the power source to drive wheels, the transmission having a meshing clutch that is engaged by meshing of meshing teeth and disengaged by disengaging the meshing, and in which the gear stage is automatically changed by switching the meshing clutch between the engaged state and the disengaged state by an actuator driven based on a manual gear shift operation, and (b) an abnormality notification unit that determines whether or not an abnormality in the meshing has occurred when the gear shift operation is performed, and if it determines that an abnormality in the meshing has occurred, notifies the user that the abnormality in the meshing has occurred and provides information on predetermined measures to deal with the abnormality in the meshing. [Effects of the Invention]

[0007] According to the first aspect of the present invention, when a gear shift operation is performed, it is determined whether or not an abnormal meshing of the dog clutch has occurred, and if it is determined that an abnormal meshing has occurred, a notification is issued that an abnormal meshing has occurred and information on a predetermined action to address the abnormal meshing. This allows the driver, maintenance personnel, and others to recognize an abnormality in the transmission. Furthermore, the system encourages the driver to resolve the abnormal meshing, making it easier to resolve the abnormal meshing. Therefore, even if an abnormal meshing of the dog clutch occurs, it is possible to avoid or reduce deterioration in the durability of the dog clutch and improve maintenance workability. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied; [Figure 2] FIG. 2 is a diagram illustrating the control functions and main parts of a control system for various controls in a vehicle. [Figure 3] This is a flowchart explaining the main parts of the control operation of the electronic control device, and is a flowchart explaining the control operation for avoiding or suppressing the durability of the dog clutch even if an abnormality in engagement of the dog clutch occurs, and for improving the ease of maintenance work. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0010] Fig. 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied. In Fig. 1, the vehicle 10 includes an engine 12 that functions as a power source, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0011] The engine 12 is, for example, a known internal combustion engine. An electronic control device 90 (see FIG. 2 ), which will be described later, controls a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10, thereby controlling the engine torque Te of the engine 12.

[0012] The power transmission device 16 includes a K1 clutch 18, a transmission 20 that transmits the power of the engine 12 to the drive wheels 14, etc. The power transmission device 16 also includes a propeller shaft 22 connected to an output shaft 20o, a differential gear 24 connected to the propeller shaft 22, and a pair of drive shafts 26 connected to the differential gear 24. The output shaft 20o is an output rotating member of the transmission 20.

[0013] The K1 clutch 18 is provided between the engine 12 and the input shaft 20i. The input shaft 20i is an input rotary member of the transmission 20. The K1 clutch 18 is a hydraulic friction engagement device constituted by, for example, a multi-plate or single-plate clutch. The control state of the K1 clutch 18 is switched by changing the K1 torque Tk1 using the K1 oil pressure PRk1 supplied from a hydraulic control circuit 28 (see FIG. 2) provided in the vehicle 10. The K1 oil pressure PRk1 is an oil pressure adjusted by the hydraulic control circuit 28. The K1 torque Tk1 is the torque capacity of the K1 clutch 18. The control state is an operating state such as an engaged state, a slip state, or a released state.

[0014] In the vehicle 10, when the K1 clutch 18 is engaged, the engine 12 and the transmission 20 are connected so as to be able to transmit power. On the other hand, when the K1 clutch 18 is disengaged, power transmission between the engine 12 and the transmission 20 is interrupted. The K1 clutch 18 functions as a clutch that connects and disconnects the power transmission between the engine 12 and the transmission 20. In the power transmission device 16, when the K1 clutch 18 is engaged, the power output from the engine 12 is transmitted to the drive wheels 14 sequentially via the K1 clutch 18, the transmission 20, the propeller shaft 22, the differential gear 24, the drive shaft 26, and the like.

[0015] The transmission 20 includes an input shaft 20i and an output shaft 20o as multiple rotating shafts arranged parallel to each other. The transmission 20 is a so-called parallel two-shaft transmission in which multiple gear stages (also referred to as speed stages) are formed by slowing or speeding up the rotation of the input shaft 20i at a predetermined gear ratio (also referred to as speed ratio) γ (=Ni / No). "Ni" is the input rotation speed Ni of the transmission 20, which is the rotation speed of the input shaft 20i. "No" is the output rotation speed No of the transmission 20, which is the rotation speed of the output shaft 20o. The input shaft 20i is arranged rotatably about a rotation axis CL1. The output shaft 20o is arranged rotatably about a rotation axis CL2.

[0016] The transmission 20 includes a plurality of gear pairs 30 that are constantly meshed. The gear pairs 30 include, in order from the engine 12 toward the drive wheels 14 in the direction of the rotation axis CL1, a second-speed gear pair 30a, a fifth-speed gear pair 30b, a third-speed gear pair 30c, a sixth-speed gear pair 30d, a first-speed gear pair 30e, and a fourth-speed gear pair 30f. The direction of the rotation axis CL1 is synonymous with the axial direction of the input shaft 20i.

[0017] The gear pair 30 is composed of a drive gear 32 and a driven gear 34 that is constantly meshed with the drive gear 32. The drive gear 32 includes a second-speed drive gear 32a, a fifth-speed drive gear 32b, a third-speed drive gear 32c, a sixth-speed drive gear 32d, a first-speed drive gear 32e, and a fourth-speed drive gear 32f. The driven gear 34 includes a second-speed driven gear 34a, a fifth-speed driven gear 34b, a third-speed driven gear 34c, a sixth-speed driven gear 34d, a first-speed driven gear 34e, and a fourth-speed driven gear 34f.

[0018] The drive gear 32 is rotatable relative to the input shaft 20i. The driven gear 34 is fixed to the output shaft 20o so as not to rotate relative to the input shaft 20i. When the drive gear 32 is rotated, the driven gear 34 and the output shaft 20o are rotated at a rotational speed according to the gear ratio γ of the gear pair 30.

[0019] 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 adjacent to the second-speed drive gear 32a and the fifth-speed drive gear 32b in the direction of the rotational axis CL1. The second switching mechanism 36b is disposed adjacent to the third-speed drive gear 32c and the sixth-speed drive gear 32d in the direction of the rotational axis CL1. The third switching mechanism 36c is disposed adjacent to the first-speed drive gear 32e and the fourth-speed drive gear 32f in the direction of the rotational axis CL1.

[0020] The switching mechanism 36 switches the power transmission state of the gear pair 30 between a power transmission enabled state and a power transmission disabled state. The switching mechanism 36 is a disconnecting device that can switch between a connected state in which one of the adjacent drive gears 32 is connected to the input shaft 20i so that they rotate integrally, and a disconnected state in which the other drive gear 32 is disconnected from the input shaft 20i so that they rotate relative to each other.

[0021] For example, when the second-speed drive gear 32a and the input shaft 20i are connected via the first switching mechanism 36a, the transmission 20 is switched to a power-transmittable state via the second-speed gear pair 30a, and a second gear position 2nd is established in the transmission 20. When the fifth-speed drive gear 32b and the input shaft 20i are connected via the first switching mechanism 36a, the transmission 20 is switched to a power-transmittable state via the fifth-speed gear pair 30b, and a fifth gear position 5th is established in the transmission 20. The same applies to the third gear position 3rd, the sixth gear position 6th, the first gear position 1st, and the fourth gear position 4th.

[0022] The switching mechanism 36 is formed with switching meshing teeth 38 at a position facing the drive gear 32 in the direction of the rotation axis CL1. The drive gear 32 is formed with gear-side meshing teeth 40 that can mesh with the switching meshing teeth 38 at a position facing the switching mechanism 36 in the direction of the rotation axis CL1. The switching meshing teeth 38 include second-speed switching meshing teeth 38a, fifth-speed switching meshing teeth 38b, third-speed switching meshing teeth 38c, sixth-speed switching meshing teeth 38d, first-speed switching meshing teeth 38e, and fourth-speed switching meshing teeth 38f. The gear-side meshing teeth 40 include second-speed gear side meshing teeth 40a, fifth-speed gear side meshing teeth 40b, third-speed gear side meshing teeth 40c, sixth-speed gear side meshing teeth 40d, first-speed gear side meshing teeth 40e, and fourth-speed gear side meshing teeth 40f.

[0023] For example, the second-speed switching meshing teeth 38a are the switching meshing teeth 38 formed in the first switching mechanism 36a at a position facing the second-speed drive gear 32a in the direction of the rotation axis CL1. The same applies to the switching meshing teeth 38 other than the second-speed switching meshing teeth 38a. Furthermore, the second-speed gear-side meshing teeth 40a are the gear-side meshing teeth 40 formed in the second-speed drive gear 32a at a position facing the first switching mechanism 36a in the direction of the rotation axis CL1 and capable of meshing with the second-speed switching meshing teeth 38a. The same applies to the gear-side meshing teeth 40 other than the second-speed gear-side meshing teeth 40a.

[0024] The transmission 20 is a dog transmission having a dog clutch 50. The dog clutch 50 is a dog clutch constituted by a switching mechanism 36 having switching meshing teeth 38, gear-side meshing teeth 40, and the like. The switching meshing teeth 38 and the gear-side meshing teeth 40 are meshing teeth, i.e., dog teeth, that constitute part of the dog clutch 50. The dog clutch 50 is brought into an engaged state by meshing between the dog teeth, and is brought into a disengaged state by releasing the meshing.

[0025] The dog clutches 50 include a second-speed dog clutch 50a, a fifth-speed dog clutch 50b, a third-speed dog clutch 50c, a sixth-speed dog clutch 50d, a first-speed dog clutch 50e, and a fourth-speed dog clutch 50f. For example, the second-speed dog clutch 50a is composed of a first switching mechanism 36a equipped with second-speed switching meshing teeth 38a, and second-speed gear-side meshing teeth 40a. The same applies to the dog clutches 50 other than the second-speed dog clutch 50a.

[0026] The transmission 20 is configured to be able to shift between six forward gears by operating a switching mechanism 36. The switching mechanism 36 is operated by being moved in the direction of the rotation axis CL1. The switching mechanism 36 is moved in the direction of the rotation axis CL1 by a shift mechanism 60 provided in the transmission 20.

[0027] The shift mechanism 60 is a mechanism for moving the switching mechanism 36 in the direction of the rotational axis CL1. The shift mechanism 60 includes a shift fork 62, a shift barrel 64, and a shift actuator 66. The shift fork 62 includes a first shift fork 62a that fits with the first switching mechanism 36a, a second shift fork 62b that fits with the second switching mechanism 36b, and a third shift fork 62c that fits with the third switching mechanism 36c. The shift barrel 64 is formed with shift grooves 68 that determine the movement position of the switching mechanism 36 in the direction of the rotational 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 determines the movement position of the first switching mechanism 36a in the direction of the rotational 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 barrel 64 .

[0028] The shift groove 68 is formed along the circumferential direction of the shift barrel 64, and a portion of the circumferential direction is bent in the axial direction of the shift barrel 64. Therefore, when the shift barrel 64 is rotated, the shift fork 62 is moved in the axial direction of the shift barrel 64 along the groove shape of the shift groove 68. Furthermore, when the shift fork 62 is moved in the axial direction of the shift barrel 64, the switching mechanism 36 is moved in conjunction with the shift fork 62 toward the rotation axis CL1.

[0029] The shift grooves 68 each have a different shape relative to the circumferential position of the shift barrel 64. The shape of the shift grooves 68 is formed so that the transmission 20 sequentially upshifts from first gear (1st) to sixth gear (6th) as the shift barrel 64 rotates in one direction. In addition, the shape of the shift grooves 68 is formed so that the transmission 20 sequentially downshifts from sixth gear (6th) to first gear (1st) as the shift barrel 64 rotates in the other direction (reverse direction).

[0030] Furthermore, the shape of the shift groove 68 is formed so that the switching mechanism 36 is moved in the direction of the rotational axis CL1 at appropriate timing during transitions between upshifts and downshifts, i.e., so that the gear shift stroke progresses at appropriate timing. Therefore, the transmission 20 changes gears by moving the switching mechanism 36 to specific positions in the direction of the rotational axis CL1 in response to rotation of the shift barrel 64, thereby switching the engagement and disengagement states of the dog clutch 50. The engagement and disengagement states of the dog clutch 50 include an engagement state in which power transmission between the drive gear 32 and the input shaft 20i is possible, and a disengagement state in which power transmission between the drive gear 32 and the input shaft 20i is disengaged. The engagement state of the dog clutch 50 is synonymous with the engagement state of the dog clutch 50, and the disengagement state of the dog clutch 50 is synonymous with the disengagement state of the dog clutch 50.

[0031] Fig. 2 is a diagram illustrating the control functions and main parts of the control system for various controls in the vehicle 10. In Fig. 2, the vehicle 10 further includes an electronic control unit 90 as a controller including control devices for the vehicle 10 related to the control of the engine 12, the transmission 20, etc. The electronic control unit 90 includes a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc. The CPU executes various controls of the vehicle 10 by performing signal processing according to programs stored in advance in the ROM while utilizing the temporary storage function of the RAM.

[0032] The electronic control device 90 is supplied with various signals based on detection values ​​from various sensors provided in the vehicle 10. The various sensors include, for example, an engine rotation speed sensor 70, an input rotation speed sensor 72, an output rotation speed sensor 74, an accelerator opening sensor 76, and a barrel angle sensor 78. The various signals include, for example, an engine rotation speed Ne, an input rotation speed Ni, an output rotation speed No, an accelerator opening θacc, and a barrel rotation angle θbrl. The output rotation speed No is a rotation speed corresponding to the vehicle speed V. The barrel rotation angle θbrl is the rotation angle of the shift barrel 64.

[0033] The vehicle 10 further includes paddle switches 82 fixed to a steering wheel 80 provided on the vehicle 10. The paddle switches 82 are input devices that accept manual gear shifting operations. Manual gear shifting operations include, for example, an upshift operation that requests an upshift of the transmission 20, and a downshift operation that requests a downshift of the transmission 20. Therefore, the paddle switches 82 include an upshift switch 82u that accepts an upshift operation, and a downshift switch 82d that accepts a downshift operation. Each time the upshift switch 82u is operated, an upshift request signal Sup is supplied to the electronic control unit 90 to request an upshift of the transmission 20. Each time the downshift switch 82d is operated, a downshift request signal Sdw is supplied to the electronic control unit 90 to request a downshift of the transmission 20.

[0034] The vehicle 10 is further equipped with a neutral switch 84. The neutral switch 84 is an input device that accepts a manual gear shift operation to place the transmission 20 in a neutral state. The neutral state of the transmission 20 is a state in which none of the gear stages of the transmission 20 are formed, and the power transmission state of the transmission 20 is a power transmission disabled state. The transmission 20 is placed in the neutral state when all of the dog clutches 50 are placed in a disengaged state. Each time the neutral switch 84 is operated, a neutral request signal Sn is supplied to the electronic control device 90 to request that the transmission 20 be placed in the neutral state.

[0035] The electronic control device 90 outputs various command signals to each device provided in the vehicle 10. These devices include, for example, the engine 12, the hydraulic control circuit 28, the shift actuator 66, and a display 86. The display 86 is, for example, a display device mounted on the vehicle 10 that displays notices, guidance, and the like. The various command signals include, for example, an engine control command signal Se, a K1 hydraulic control command signal Sk1, a barrel control command signal Sbrl, and a display control command signal Sdp. The barrel control command signal Sbrl is a control command signal for driving the shift barrel 64 to rotate. The display control command signal Sdp is, for example, a control command signal for controlling the display content of the display 86.

[0036] The electronic control unit 90 includes a gear shift control unit 92 to implement various controls in the vehicle 10 .

[0037] When the gear shift control unit 92 receives an upshift request signal Sup while a gear is established, it outputs a barrel control command signal Sbrl to the shift actuator 66 to rotationally drive the shift barrel 64 in the upshift direction to upshift the transmission 20. As a result, for example, in an upshift from first gear 1st to second gear 2nd, the first gear dog clutch 50e is switched from an engaged state to a disengaged state, and the second gear dog clutch 50a is switched from a disengaged state to an engaged state. Note that the upshift request signal Sup is disabled when sixth gear 6th is established.

[0038] When the transmission 20 is in a neutral state, upon receiving an upshift request signal Sup, the shift control unit 92 outputs a barrel control command signal Sbrl to the shift actuator 66 to rotate the shift barrel 64 and establish first gear position 1st. As a result, when the transmission 20 is shifted from the neutral state to first gear position 1st, the first-speed dog clutch 50e is shifted from a disengaged state to an engaged state. Shifting the transmission 20 from the neutral state to first gear position 1st may also be included in the upshift.

[0039] When the gear shift control unit 92 receives a downshift request signal Sdw while a gear is established, it outputs a barrel control command signal Sbrl to the shift actuator 66 to rotate the shift barrel 64 in the downshift direction to downshift the transmission 20. As a result, when downshifting, for example, from second gear 2nd to first gear 1st, the second gear dog clutch 50a is switched from an engaged state to a disengaged state, and the first gear dog clutch 50e is switched from a disengaged state to an engaged state. Note that the downshift request signal Sdw is disabled when first gear 1st is established.

[0040] When the gear position is established and the gear change control unit 92 receives the neutral request signal Sn, the gear change control unit 92 outputs a barrel control command signal Sbrl to the shift actuator 66 to rotationally drive the shift barrel 64 and place the transmission 20 in neutral. As a result, when switching from first gear position 1st to the neutral state, for example, the first-speed dog clutch 50e is switched from an engaged state to a disengaged state.

[0041] The shift mechanism 60 is an actuator that is driven based on a manual gear shift operation. The transmission 20 automatically shifts gears by switching the dog clutch 50 between an engaged state and a disengaged state using the shift mechanism 60.

[0042] During gear shifting of the transmission 20, the dog clutch 50 may be unable to switch from a disengaged state to an engaged state due to contact between the dog teeth at the top surfaces of the dog teeth. This may result in a disengaged state in which the dog clutch 50 cannot be switched from a disengaged state to an engaged state, i.e., an abnormal meshing of the dog clutch 50. Alternatively, during gear shifting of the transmission 20, the dog clutch 50 may be unable to switch from an engaged state to a disengaged state, which may result in the transmission 20 being unable to switch to a neutral state. Performing maintenance work without noticing an abnormal meshing of the dog clutch 50 may result in damage to the dog teeth of the dog clutch 50 or in the drive wheels 14 spinning when the vehicle 10 is stopped in a lifted position. Furthermore, not knowing the appropriate method for dealing with the abnormal meshing of the dog clutch 50 may result in the inability to quickly resolve the abnormal meshing. A lifted position of the vehicle 10 is equivalent to a state in which the drive wheels 14 are not in contact with the ground.

[0043] Therefore, the electronic control device 90 is further provided with an abnormality notification unit 94 in order to realize a control function of avoiding or suppressing the durability of the dog clutch 50 and improving the ease of maintenance work even if an engagement abnormality occurs in the dog clutch 50.

[0044] The abnormality notification unit 94 determines whether or not an abnormal engagement of the dog clutch 50 has occurred when a manual gear shift operation is performed, for example, via the paddle switch 82 or the neutral switch 84. For example, the abnormality notification unit 94 determines whether or not an abnormal engagement of the dog clutch 50 has occurred based on whether or not the actual barrel rotation angle θbrlr is mismatched with a predetermined barrel rotation angle θbrlf realized by a manual gear shift operation. The predetermined barrel rotation angle θbrlf is, for example, a predetermined barrel rotation angle θbrl in a gear position (including a neutral state) of the transmission 20 that is to be realized by a manual gear shift operation. Note that the actual barrel rotation angle θbrlr is the barrel rotation angle θbrl measured by the barrel angle sensor 78, and is synonymous with the barrel rotation angle θbrl unless otherwise specified.

[0045] When an abnormality notification unit 94 determines that an abnormal engagement of the dog clutch 50 has occurred when an artificial gear shift operation is performed, it notifies the driver that an abnormal engagement of the dog clutch 50 has occurred and provides information on the predetermined action Mf to deal with the abnormal engagement of the dog clutch 50.

[0046] The abnormality notification unit 94 notifies the user that an abnormal meshing has occurred in the dog clutch 50 and information about the predetermined action Mf to deal with the abnormal meshing of the dog clutch 50 by displaying the information on the display 86. The abnormality notification unit 94 outputs a display control command signal Sdp to the display 86 to display information about the gear (including the neutral state) in which the abnormal meshing of the dog clutch 50 has occurred and information about the predetermined action Mf. As a result, the display 86 displays the provided information and notifies the user of information about the predetermined action Mf, for example, the details of the work to deal with the abnormal meshing.

[0047] When the abnormality notification unit 94 determines that an abnormal meshing has occurred in the dog clutch 50, it selects information on the predetermined action Mf, such as the work content to deal with the abnormal meshing, based on the state of the abnormal meshing of the dog clutch 50.

[0048] The meshing abnormality of the dog clutch 50 is assumed to be, for example, a meshing abnormality in which the dog clutch 50 cannot be switched to an engaged state when the transmission 20 is upshifted or downshifted, that is, a gear disengagement.

[0049] When the gears are disengaged with the engine 12 and the drive wheels 14 stopped, the dog clutch 50 can be easily switched to the engaged state by manually rotating the drive wheels 14. When the vehicle 10 is stopped in a lifted state, the drive wheels 14 that are not in contact with the ground are manually moved slightly in the rotational direction to rotate the drive wheels 14. Alternatively, when the vehicle 10 is stopped with the drive wheels 14 in contact with the ground, the vehicle 10 is manually moved slightly in the forward / reverse direction to rotate the drive wheels 14. When the meshing abnormality is when the gears are disengaged with the engine 12 and the drive wheels 14 stopped, the abnormality notification unit 94 selects, as the predetermined action Mf, to manually rotate the drive wheels 14 while maintaining the engine 12 stopped.

[0050] If the gears are disengaged while the engine 12 is rotating, repeating the gear shifting operation at that time makes it easier to switch the dog clutch 50 to the engaged state. If the gears are disengaged while the engine 12 is rotating, it is assumed that the vehicle 10 is stopped in a lifted state, for example. If the meshing abnormality is gear disengagement while the engine 12 is rotating, the abnormality notification unit 94 selects, as the predetermined action Mf, to perform again the gear shifting operation that was performed when the gears were disengaged.

[0051] The meshing abnormality of the dog clutch 50 may be, for example, a meshing abnormality in which the dog clutch 50 cannot be disengaged when a gear change operation is performed to shift the transmission 20 to the neutral state, i.e., a gear disengagement abnormality. If a gear disengagement abnormality is detected, the dog clutch 50 is made more likely to be disengaged by repeatedly performing a gear change operation to shift to the neutral state. For example, when the vehicle 10 is stopped in a lifted state, if the engine torque Te is increased for warming up the engine 12 while a gear is established, the accelerator may be released in conjunction with the gear change operation to shift to the neutral state. In this case, the engine torque Te is reduced and the rotation of the drive wheels 14 is reduced, so repeated gear change operations to shift to the neutral state make it more likely that the dog clutch 50 will be disengaged. If the meshing abnormality is a gear disengagement abnormality, the abnormality notification unit 94 selects, as the predetermined action Mf, to perform another gear change operation to shift to the neutral state.

[0052] FIG. 3 is a flowchart explaining the main parts of the control operation of the electronic control device 90, and is a flowchart explaining the control operation for avoiding or suppressing the durability of the dog clutch 50 and improving the workability of maintenance even if an abnormal meshing of the dog clutch 50 occurs, and is executed, for example, repeatedly.

[0053] In Figure 3, each step in the flowchart corresponds to the function of the abnormality notification unit 94. In step (hereinafter, "step" will be omitted) S10, it is determined whether or not an abnormal meshing of the dog clutch 50 occurs when a manual gear shift operation is performed. If the determination in S10 is negative, the routine is terminated. If the determination in S10 is positive, in S20, the details of the work to deal with the abnormal meshing are selected based on the state of the abnormal meshing of the dog clutch 50. Next, in S30, a warning that the abnormal meshing has occurred and the details of the work to deal with the abnormal meshing are displayed on the display 86. This prompts the user to take action to deal with the abnormal meshing.

[0054] As described above, according to this embodiment, if it is determined that an abnormal meshing has occurred in the dog clutch 50 when a gear shift operation is performed, the occurrence of the abnormal meshing and information on the predetermined action Mf to address the abnormal meshing are notified. This allows the driver, maintenance worker, etc. to recognize the abnormality in the transmission 20. Furthermore, the system encourages the driver to resolve the abnormal meshing, making it easier to resolve the abnormal meshing. Therefore, even if an abnormal meshing has occurred in the dog clutch 50, it is possible to avoid or suppress deterioration of the durability of the dog clutch 50 and improve the ease of maintenance work. Furthermore, as a secondary effect, the safety of maintenance work can be improved.

[0055] Furthermore, according to this embodiment, if the meshing abnormality is gear disengagement with the engine 12 and the drive wheels 14 both stopped, the predetermined action Mf is to manually rotate the drive wheels 14 while maintaining the engine 12 stopped. This allows the driver, maintenance worker, etc. to recognize the gear disengagement of the transmission 20. Furthermore, the gear disengagement is urged to be released, making it easier to release the gear disengagement.

[0056] Furthermore, according to this embodiment, if the meshing abnormality is gear disengagement while the engine 12 is rotating, the predetermined action Mf is to perform the gear shifting operation that was performed when the gear was disengaged again. This allows the driver, maintenance worker, etc. to recognize that the gears of the transmission 20 are disengaged. Furthermore, the release of the gear disengagement is prompted, making it easier to release the gear disengagement.

[0057] Furthermore, according to this embodiment, if the meshing abnormality is a gear disengagement abnormality, the predetermined action Mf is to perform a gear change operation to switch to the neutral state again, thereby enabling the driver, maintenance worker, etc. to recognize the gear disengagement abnormality of the transmission 20. Furthermore, the resolution of the gear disengagement abnormality is prompted, making it easier to resolve the gear disengagement abnormality.

[0058] Furthermore, according to this embodiment, the occurrence of an abnormal meshing of the dog clutch 50 and information on the predetermined action Mf are displayed on the display 86 to notify the driver or a maintenance worker, etc. This allows the driver or a maintenance worker to properly recognize the abnormality in the transmission 20. Furthermore, the driver is prompted to resolve the abnormal meshing, making it easier to resolve the abnormal meshing.

[0059] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the present invention can also be applied to other embodiments.

[0060] For example, in the above-described embodiment, the engine 12 is used as an example of the power source, but the present invention is not limited to this. For example, an electric motor may be used as the power source in addition to or instead of the engine 12.

[0061] In the above-described embodiment, the parallel two-shaft transmission 20 is used as an example of a transmission that transmits power from a power source to drive wheels, but the present invention is not limited to this. For example, the transmission may be any transmission that automatically switches gears by switching a mesh clutch between an engaged state and a disengaged state using an actuator that is driven based on a manual gear shift operation.

[0062] In the above-described embodiment, the display 86 mounted on the vehicle 10 is used as an example of the display device that displays the occurrence of an abnormal meshing and information on the predetermined treatment Mf, but this is not limiting. For example, the display device may be a display of a portable terminal device that is brought into the vehicle 10 and that can acquire various information about the vehicle 10 by wire or wirelessly. Note that the portable terminal device does not necessarily have to be brought into the vehicle 10, and may be used outside the vehicle.

[0063] In the above-described embodiment, the occurrence of meshing abnormality and information on the predetermined treatment Mf are notified by being displayed on the display 86, but this is not a limitation. The occurrence of meshing abnormality and information on the predetermined treatment Mf may also be notified by being output by voice or the like. The point is that it is sufficient to be notified of the occurrence of meshing abnormality and information on the predetermined treatment Mf.

[0064] In the above-described embodiment, whether or not a meshing abnormality has occurred is determined using the barrel rotation angle θbrl detected by the barrel angle sensor 78, but this is not a limitation. For example, whether or not a meshing abnormality has occurred may be determined 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.

[0065] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0066] 10: Vehicle 12: Engine (power source) 14: Drive wheels 20: Transmission 38: Switching meshing teeth (meshing teeth) 40: Gear side meshing teeth (meshing teeth) 50: Dog clutch (meshing clutch) 60: Shift mechanism (actuator) 86: Display (display device) 90: Electronic control unit (control device) 94: Abnormality notification unit

Claims

1. A control device for a vehicle including a power source and a transmission that transmits power from the power source to drive wheels, the transmission having a meshing clutch that is engaged by meshing of meshing teeth and disengaged by disengaging the meshing, and in which gear stages are automatically changed by switching the meshing clutch between the engaged state and the disengaged state using an actuator that is driven based on a manual gear shift operation, a vehicle control device including an abnormality notification unit that determines whether or not an abnormality in meshing has occurred when the gear shift operation is performed, and if it determines that an abnormality in meshing has occurred, notifies the driver that the abnormality in meshing has occurred and provides information on predetermined measures to deal with the abnormality in meshing.

2. 2. The vehicle control device according to claim 1, wherein, when the meshing abnormality is such that the meshing clutch cannot be switched to the engaged state in response to the gear change operation of upshifting or downshifting the transmission when the power source is in a stopped state and the drive wheels are in a stopped state, the abnormality notification unit selects, as the predetermined measure, to artificially rotate the drive wheels while maintaining the stopped state of the power source.

3. 2. The vehicle control device according to claim 1, wherein, when the meshing abnormality is such that the meshing clutch cannot be switched to the engaged state in response to the gear shifting operation of upshifting or downshifting the transmission in the rotation state of the power source, the abnormality notification unit selects, as the predetermined action, to perform the gear shifting operation again.

4. 2. The vehicle control device according to claim 1, wherein the abnormality notification unit selects, as the predetermined measure, to perform the gear shifting operation again when the meshing abnormality is such that the meshing clutch cannot be switched to the disengaged state in response to the gear shifting operation that switches the transmission to a neutral state in which none of the gear stages are formed.

5. 5. The vehicle control device according to claim 1, wherein the abnormality notification unit notifies the user of the occurrence of the meshing abnormality and the information on the predetermined action by displaying the information on the occurrence of the meshing abnormality and the information on the predetermined action on a display device.

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