Clutch Control System

Abstract

The clutch control system includes an electric motor (1, 3), a drive device (8, 9), and a control device (10) that controls them. The electric motor (1, 3) generates output torque that is transmitted to the sleeve (25, 34) or the gear (23, 35, 37). The drive device (8, 9) generates a thrust force in a direction from the sleeve (25, 34) to the gear (23, 35, 37) to drive the sleeve (25, 34). When gear blocking of the sleeve (25, 34) and the gear (23, 35, 37) occurs, the control device (10) performs a push-in swing control in which the sleeve (25, 34) is pushed in by the thrust force of the drive device (8, 9) while swinging the output torque of the electric motor (1, 3).

Description

[Technical Field]

[0001] The present invention relates to a clutch control system that controls engagement of a sleeve and a gear to connect and disconnect torque transmission in a vehicle. [Background technology]

[0002] A vehicle is known to have a dog clutch in its torque transmission path. A dog clutch is a device that transmits torque by meshing the teeth of a pair of engaging elements interposed in the torque transmission path, and blocks the transmission of torque by releasing the meshing. Dog clutches can transmit torque more efficiently than friction clutches. Dog clutches are also called dog clutches, jaw clutches, etc. (See, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 111457 Summary of the Invention [Problem to be solved by the invention]

[0004] In a dog clutch, before a pair of engaging elements completely engage, their chamfers (inclined portions at the tips of the teeth) may come into contact and become stuck. This phenomenon is called gear locking. Forcing the two engaging elements to approach each other and engage them when gear locking occurs can generate noise and vibration, and the chamfers may be damaged. Therefore, when gear locking occurs, the two engaging elements are temporarily separated, the gear lock is released, and then the two engaging elements are brought closer together to engage again. This control, which separates the two engaging elements to release the gear lock and then reengages the two engaging elements, is called retry control. However, retry control takes time, making it difficult to engage a dog clutch in a short time. Therefore, dog clutches have the problem of difficulty in improving engagement controllability.

[0005] One of the objectives of the present invention, which was devised in light of the above-mentioned problems, is to provide a clutch control system that improves the controllability of engagement of a dog clutch. However, in addition to this objective, another objective of the present invention is to achieve effects derived from the configurations shown in the "Description of Embodiments" below, which are not obtainable with conventional technologies. [Means for solving the problem]

[0006] The disclosed clutch control system can be realized as the following disclosed aspects (application examples), which solve at least part of the above-mentioned problems. Each of the aspects from aspect 2 onwards is an aspect that can be selected as an additional option, and each of the aspects from aspect 2 onwards is an aspect that can be omitted. None of the aspects from aspect 2 onwards discloses an aspect or configuration that is essential to the present invention.

[0007] Aspect 1. The disclosed clutch control system connects and disconnects torque transmission of a vehicle by controlling meshing between a sleeve and a gear. The clutch control system includes an electric motor that generates output torque transmitted to the sleeve or the gear, a drive device that generates a thrust force from the sleeve toward the gear to drive the sleeve, and a control device that controls the electric motor and the drive device. In addition, when gear blocking of the sleeve and the gear occurs, the control device performs a push-in swing control that pushes the sleeve with the thrust force of the drive device while swinging the output torque of the electric motor.

[0008] Aspect 2. In relation to the aspects including Aspect 1 above, it is preferable that the electric motor is configured to be able to perform a first control of increasing the value of the output torque in a positive direction within a positive range and then decreasing it, and a second control of increasing the value of the output torque in a negative direction within a negative range and then decreasing it. It is also preferable that the control device causes the electric motor to alternately perform the first control and the second control in the push-in swing control.

[0009] Aspect 3. In relation to the aspect including Aspect 2 above, it is preferable that the push-in swing control is performed when the stroke of the sleeve from the reference position is less than a threshold value, and is terminated when the stroke is equal to or greater than the threshold value. Aspect 4. With regard to the aspect including Aspect 2 above, it is preferable that the control device, after the gear block is eliminated by the pushing swing control, performs seating swing control to generate the output torque of the electric motor in a direction that releases the load acting on the sleeve and the tooth trace of the gear while pushing the sleeve with the thrust force of the drive device.

[0010] Aspect 5. In relation to the aspect including Aspect 4 above, it is preferable that the control device provides a predetermined pause period between the pushing-in rocking control and the pushing-in by the seat rocking control. Aspect 6. In the aspect including Aspect 4 above, it is preferable that the control device learns the stroke of the sleeve at the end of the seat rocking control as the full engagement position of the sleeve with respect to the gear.

[0011] Aspect 7. With respect to an aspect including Aspect 2 above (for example, any one of Aspects 2 to 6), it is preferable that the control device, in the push-in swing control, provides a predetermined neutral period between the first control and the second control during which the value of the output torque is set to 0. [Effects of the Invention]

[0012] According to the disclosed clutch control system, by performing push-in swing control when gear lock occurs, it is possible to push the sleeve toward the gear while reducing the frictional force generated at the contact surface between the sleeve and the gear, thereby quickly resolving the gear lock. Furthermore, when gear lock occurs, there is no need to retract the sleeve to separate it from the gear, and the gear lock can be quickly resolved. Therefore, the controllability of the engagement of the dog clutch can be improved. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 2 is a diagram illustrating a configuration of a clutch control system. [Figure 2] 1A and 1B are diagrams showing the positional relationship between the sleeve and gear of a dog clutch, where 1A shows the disengaged state and 1B shows the state in which gear blocking has occurred. [Figure 3] 1A and 1B are diagrams showing the positional relationship between the sleeve and gear of a dog clutch, where 1A shows an incompletely connected state and 1B shows a completely connected state. [Figure 4] 10 is a table showing control performed by the control device. [Figure 5] 10 is a graph for explaining the flow of control performed by the control device, showing the changes over time in the thrust force of the drive device, the stroke of the sleeve, and the output torque of the electric motor. [Figure 6]4 is a flowchart relating to control performed by a control device. [Figure 7] 10 is a flowchart relating to push-in swing control. [Figure 8] 10 is a flowchart relating to retry control. [Figure 9] 10 is a flowchart relating to seat rocking control. DETAILED DESCRIPTION OF THE INVENTION

[0014] The disclosed clutch control system connects and disconnects torque transmission (transmission of driving force) by controlling the engagement state of a dog clutch interposed in a torque transmission path (power transmission path) of a vehicle. The dog clutch is provided with a sleeve (gear sleeve) and a gear (gear piece) as engagement elements. The clutch control system connects and disconnects torque transmission of the vehicle by controlling the engagement of the sleeve and gear. Torque transmission is achieved by engaging the sleeve and gear, and torque transmission is interrupted by disengaging the engagement.

[0015] The clutch control system is applied to a vehicle equipped with at least an electric motor capable of functioning as a drive source for the vehicle. The torque transmission path of the vehicle is provided with an electric motor and drive wheels to which the drive force generated by the electric motor is transmitted. When the clutch control system is applied to an electric vehicle (electric vehicle), the vehicle does not have an engine. On the other hand, when the clutch control system is applied to a hybrid vehicle (HEV, Hybrid Electric Vehicle) or a plug-in hybrid vehicle (PHEV, Plug-in Hybrid Electric Vehicle), the vehicle is provided with an engine, and the electric motor capable of functioning as a drive source for the vehicle and the engine are connected to one or more torque transmission paths.

[0016] A plug-in hybrid vehicle is a hybrid vehicle that can externally charge the battery or receive external power from the battery. A plug-in hybrid vehicle is provided with a charging port (inlet) for inserting a charging cable that supplies power from an external charging facility and an outlet for external power supply. The following explanation will exemplify a clutch control system applied to a plug-in hybrid vehicle.

[0017] [1. Configuration] 1 is a diagram showing the configuration of a clutch control system applied to a vehicle (plug-in hybrid vehicle). This vehicle is equipped with a motor 1 (electric motor) and an engine 2 (internal combustion engine) as drive sources, a generator 3 (electric motor), wheels 4 (drive wheels), and a transaxle 5. The driving forces of the motor 1 and the engine 2 can be transmitted to the wheels 4 via the transaxle 5.

[0018] The motor 1 has the function of generating driving force for the vehicle using the power of a driving battery (not shown) and the function of generating electricity using the inertial power of the vehicle. The generator 3 has the function of starting the engine 2 using the power of the driving battery (not shown), the function of generating driving force for the vehicle, and the function of generating electricity using the driving force of the engine 2. The engine 2 is, for example, a gasoline engine or a diesel engine. The driving force generated by the engine 2 is used to drive the vehicle and the generator 3.

[0019] The transaxle 5 is a device installed in the torque transmission path of the vehicle. The transaxle 5 functions both as a speed reducer and a differential device. Inside the transaxle 5, a first torque transmission path is provided for transmitting torque between the motor 1 and the wheels 4, and a second torque transmission path is provided for transmitting torque between the engine 2 and the generator 3 and the wheels 4.

[0020] The first torque transmission path corresponds to a portion below the wheel axle 16 connected to the wheels 4 in FIG. 1. A first clutch 6 is provided in the first torque transmission path for connecting and disconnecting torque transmission between the motor 1 and the wheels 4. The second torque transmission path corresponds to a portion above the wheel axle 16 in FIG. 1. A second clutch 7 is provided in the second torque transmission path for connecting and disconnecting torque transmission between the engine 2 and the generator 3 and the wheels 4.

[0021] The first clutch 6 and the second clutch 7 are both dog clutches. Their engagement and disengagement states are controlled according to the vehicle's running state and the driver's operation. For example, in EV mode, where the vehicle runs using only the driving force of the motor 1, the first clutch 6 is engaged and the second clutch 7 is disengaged. In ENG mode, where the vehicle runs using only the driving force of the engine 2, the first clutch 6 is disengaged and the second clutch 7 is engaged.

[0022] In a hybrid mode in which the driving force of the motor 1 and the driving force of the engine 2 are used together, the first clutch 6 and the second clutch 7 are engaged. When the vehicle is parked, the first clutch 6 and the second clutch 7 are disengaged. When learning the stroke of the dog clutch while the vehicle is stopped, each of the first clutch 6 and the second clutch 7 is controlled to be engaged or disengaged during the learning process.

[0023] The first torque transmission path and the first clutch 6 will now be described in detail. Inside the transaxle 5, there are provided a motor shaft 11 connected to the output shaft of the motor 1, a first counter shaft 14 arranged in parallel to the motor shaft 11, and a wheel shaft 16 arranged in parallel to the first counter shaft 14. A motor gear 21 is fixed to the motor shaft 11.

[0024] An upstream counter gear 22 that meshes with the motor gear 21 is rotatably mounted on the first counter shaft 14, and a first hub 24 that has a cylindrical outer circumferential surface with splines is fixed to the first counter shaft 14. A first dog gear 23 (gear) is formed integrally with the upstream counter gear 22. The first dog gear 23 is rotatably provided with respect to the first counter shaft 14, and rotates integrally with the upstream counter gear 22.

[0025] A first sleeve 25 (sleeve) having a cylindrical inner peripheral surface with splines is attached to the outer peripheral surface of the first hub 24. The first sleeve 25 is provided so as to be slidable relative to the first hub 24 in the axial direction of the first counter shaft 14 and to be able to mesh with the first dog gear 23. The position of the first sleeve 25 in the axial direction of the first counter shaft 14 is controlled by the first actuator 8.

[0026] For example, the first actuator 8 moves the first sleeve 25 closer to the first dog gear 23 and meshes the first sleeve 25 with the first dog gear 23, thereby bringing the first clutch 6 into an engaged state. Conversely, the first actuator 8 moves the first sleeve 25 away from the first dog gear 23 and releases the meshing between the first sleeve 25 and the first dog gear 23, thereby bringing the first clutch 6 into a disengaged state. The position (stroke) of the first sleeve 25 is detected by a first stroke sensor 51.

[0027] A differential device 28 is mounted on the wheel axles 16 connected to the left and right wheels 4. A downstream counter gear 26 that meshes with a ring gear 27 of the differential device 28 is fixed to the first counter shaft 14. When the first clutch 6 is in an engaged state, the driving force of the motor 1 is transmitted to the ring gear 27 and distributed to the left and right wheels 4 via the differential device 28.

[0028] Next, the second torque transmission path and the second clutch 7 will be described in detail. Inside the transaxle 5, there are provided an engine shaft 12 connected to the output shaft of the engine 2, a generator shaft 13 connected to the output shaft of the generator 3 and arranged in parallel to the engine shaft 12, and a second counter shaft 15 arranged in parallel to the engine shaft 12 and a wheel shaft 16. A generator gear 31 is fixed to the generator shaft 13, and an engine gear 32 that meshes with the generator gear 31 is fixed to the engine shaft 12.

[0029] A low-side idler gear 36 and a high-side idler gear 38 are rotatably mounted on the engine shaft 12, and a second hub 33 having splines on its cylindrical outer circumferential surface is fixed thereto. A low-side dog gear 35 (gear) is integrally formed with the low-side idler gear 36. The low-side dog gear 35 is rotatably provided relative to the engine shaft 12 and rotates integrally with the low-side idler gear 36. Similarly, a high-side dog gear 37 (gear) is integrally formed with the high-side idler gear 38. The high-side dog gear 37 is rotatably provided relative to the engine shaft 12 and rotates integrally with the high-side idler gear 38. The low-side dog gear 35 and the high-side dog gear 37 are disposed on opposite sides of the second hub 33. The low-side idler gear 36 has a smaller diameter and fewer teeth than the high-side idler gear 38.

[0030] A second sleeve 34 (sleeve) having a cylindrical inner peripheral surface with splines is attached to the outer peripheral surface of the second hub 33. The second sleeve 34 is provided so as to be slidable in the axial direction of the engine shaft 12 relative to the second hub 33 and to be able to mesh with each of the low-side dog gear 35 and the high-side dog gear 37. The position (stroke) of the second sleeve 34 in the axial direction of the engine shaft 12 is controlled by a second actuator 9.

[0031] For example, the second actuator 9 moves the second sleeve 34 closer to the low-side dog gear 35 and meshes the second sleeve 34 with the low-side dog gear 35, thereby bringing the low side of the second clutch 7 into an engaged state (a state in which the low-side idler gear 36 is usable). Conversely, the second actuator 9 moves the second sleeve 34 away from the low-side dog gear 35 and releases the meshing between the second sleeve 34 and the low-side dog gear 35, bringing the low side of the second clutch 7 into a disengaged state.

[0032] Similarly, the second actuator 9 moves the second sleeve 34 closer to the high-side dog gear 37, engaging the second sleeve 34 with the high-side dog gear 37, thereby bringing the high side of the second clutch 7 into an engaged state (the high-side idler gear 38 into a usable state). Conversely, the second actuator 9 moves the second sleeve 34 away from the high-side dog gear 37, thereby releasing the engagement between the second sleeve 34 and the high-side dog gear 37, thereby bringing the high side of the second clutch 7 into a disengaged state. The position (stroke) of the second sleeve 34 is detected by a second stroke sensor 52.

[0033] A low-side counter gear 41, a high-side counter gear 42, and a second downstream counter gear 43 are fixed to the second counter shaft 15. The low-side counter gear 41 meshes with the low-side idler gear 36, and the high-side counter gear 42 meshes with the high-side idler gear 38. The second downstream counter gear 43 meshes with the ring gear 27 of the differential device 28. When either the low side or the high side of the second clutch 7 is in the engaged state, the driving force of the engine 2 or the generator 3 is transmitted to the ring gear 27 and distributed to the left and right wheels 4 via the differential device 28.

[0034] [2. Control device] The operating states of the motor 1, generator 3, first actuator 8, and second actuator 9 are controlled by a control device 10. The control device 10 is a computer (electronic control unit, ECU) that has the function of connecting and disconnecting torque transmission of the first clutch 6 and second clutch 7. The control device 10 incorporates a processor (arithmetic processing device) and memory (storage device). The contents of the control (control program) performed by the control device 10 are stored in the memory, and are executed by being read into the processor as appropriate.

[0035] The control device 10 is connected to various sensors and ECUs (not shown) and receives various information. A first stroke sensor 51 and a second stroke sensor 52 are connected to the control device 10 of this embodiment. The vehicle may be equipped with a motor ECU that controls the operating state of the motor 1 and a PHEV-ECU that controls the operating state of the powertrain. The functions of the control device 10 may be implemented in the motor ECU or the PHEV-ECU.

[0036] Hereinafter, when making a general statement without distinguishing between the first clutch 6 and the second clutch 7, they will be referred to as "dog clutches." The engaging elements of a dog clutch are a sleeve 60 and a gear 70. The sleeve 60 corresponds to the first sleeve 25 of the first clutch 6 and the second sleeve 34 of the second clutch 7 shown in FIG. 1. The gear 70 corresponds to the first dog gear 23 of the first clutch 6, the low-side dog gear 35 of the second clutch 7, and the high-side dog gear 37 of the second clutch 7 shown in FIG. 1.

[0037] When making a general statement without distinguishing between the motor 1 and the generator 3 as sources of torque transmitted via the dog clutch, they will be referred to as "electric motors." An electric motor generates output torque that is transmitted to the sleeve 60 or the gear 70. For example, the motor 1 generates output torque that is transmitted to the first dog gear 23. The torque is transmitted from the first dog gear 23 to the first sleeve 25. The generator 3 generates output torque that is transmitted to the second sleeve 34. The torque is transmitted from the second sleeve 34 to the low-side dog gear 35 or the high-side dog gear 37.

[0038] When making a general statement without distinguishing between the first actuator 8 and the second actuator 9 as the entities that drive the sleeve 60, they will be referred to as the "drive device." The drive device drives the sleeve 60 in a direction toward or away from the gear 70. When engaging the dog clutch, the drive device generates a thrust force from the sleeve 60 toward the gear 70 to drive the sleeve 60. For example, the first actuator 8 generates a thrust force from the first sleeve 25 toward the first dog gear 23 to drive the first sleeve 25. In addition, the second actuator 9 generates a thrust force from the second sleeve 34 toward the low-side dog gear 35 or the high-side dog gear 37 to drive the second sleeve 34.

[0039] 2 and 3 are diagrams for explaining the connected and disconnected states of the dog clutch. FIG. 2(A) shows the disconnected state (disengaged state) of the sleeve 60 and the gear 70, and FIG. 2(B) shows a state in which gear blocking has occurred. FIG. 3(A) shows the incompletely connected state (incompletely engaged state) of the sleeve 60 and the gear 70, and FIG. 3(B) shows the complete connected state (completely engaged state). The up-down direction in these figures corresponds to the circumferential direction of the sleeve 60 and the gear 70. Furthermore, the left-right direction in these figures corresponds to the direction in which the sleeve 60 and the gear 70 come into contact with and separate from each other (the direction in which they approach and separate from each other).

[0040] The sleeve 60 is provided with a sleeve tapered portion 61, a sleeve reverse tapered portion 62, a sleeve lock portion 63, and a sleeve base portion 64, in that order from the tip on the gear 70 side toward the base end. The sleeve tapered portion 61 is a portion whose circumferential dimension tapers toward the tip, and is a portion whose tip side is pointed. The tip of the sleeve tapered portion 61 is formed into a pin angle (an unchamfered corner) by, for example, end mill processing.

[0041] The sleeve reverse taper portion 62 is a portion shaped such that its circumferential dimension is greatest at the boundary with the sleeve reverse taper portion 61 and gradually narrows toward the base end side of the sleeve 60 (left side in the figure). The sleeve lock portion 63 is a portion shaped such that its circumferential dimension is greatest at the boundary with the sleeve reverse taper portion 62 and gradually narrows toward the base end side of the sleeve 60 (left side in the figure). The sleeve base portion 64 is a portion whose circumferential dimension is approximately constant. All of the sleeve base portions 64 are integrally formed further left than the portion shown in FIG. 2(A).

[0042] The gear 70 is provided with a gear tapered portion 71 and a gear reverse tapered portion 72, in that order from the tip on the sleeve 60 side toward the base end. The gear tapered portion 71 is a portion whose circumferential dimension tapers toward the tip. The tip of the gear tapered portion 71 is subjected to, for example, rounding (chamfering to round the pin corners). The gradient of the gear tapered portion 71 is set to correspond to, for example, the gradient of the sleeve lock portion 63 (to enable surface contact).

[0043] The gear reverse tapered portion 72 is a portion whose circumferential dimension is greatest at the boundary with the gear tapered portion 71 and gradually becomes thinner toward the base end side (right side in the figure) of the gear 70. The gradient of the gear reverse tapered portion 72 is set to correspond to the gradient of the sleeve reverse tapered portion 62, for example (to enable surface contact).

[0044] 2(A), the disconnected state of the sleeve 60 and the gear 70 means a state in which the sleeve 60 and the gear 70 are not in contact with each other. In this embodiment, a state in which the distance in the contact direction from the tip of the sleeve tapered portion 61 to the tip of the gear tapered portion 71 is a predetermined distance is set as the initial value of the fully released position (N position, reference position). When the control device 10 disconnects the dog clutch, the drive device is controlled so that the sleeve 60 moves to the fully released position.

[0045] The position (stroke) of the sleeve 60 is measured based on the fully open position. As shown in Figure 2(B), the gear block of the sleeve 60 and the gear 70 refers to a state in which the sleeve tapered portion 61 and the gear tapered portion 71 come into contact with each other as the sleeve 60 approaches the gear 70, and the sleeve 60 stops moving.

[0046] 3(A) and 3(B) both show the connection state of the sleeve 60 and the gear 70, with the sleeve reverse taper portion 62 in contact with the gear reverse taper portion 72 (the sleeve 60 is seated against the gear 70). Torque is transmitted via these contact surfaces. The white arrows in 3(A) and 3(B) indicate the direction in which the sleeve reverse taper portion 62 presses against the gear reverse taper portion 72 when torque is transmitted from the sleeve 60 to the gear 70. The black arrows in 3(A) and 3(B) indicate the axial component of the reaction force applied from the gear reverse taper portion 72 to the sleeve reverse taper portion 62. The inclination of the contact surface between the sleeve reverse taper portion 62 and the gear reverse taper portion 72 generates a force (black arrow) that pulls the sleeve 60 toward the gear 70, making the connection state between the sleeve 60 and the gear 70 more stable.

[0047] Figure 3(A) shows an incompletely connected state, and Figure 3(B) shows a completely connected state. In Figure 3(A), the sleeve lock portion 63 is not in contact with the gear tapered portion 71, and there is still room for the sleeve 60 to be pushed in further, meaning the connection is incomplete. In contrast, in Figure 3(B), the sleeve lock portion 63 is in contact with the gear tapered portion 71, and the sleeve 60 is completely pushed in.

[0048] When a clutch engagement condition is met, the control device 10 can perform the push-in control, push-in rocking control, and seat rocking control shown in Fig. 4. Known conditions can be applied to the clutch engagement condition referred to here. The clutch engagement condition is met, for example, when the driving mode is changed or when dog clutch stroke learning is performed. The push-in control, push-in rocking control, and seat rocking control shown in Fig. 4 are performed exclusively, for example, and when one of the controls is being performed, the other controls are not performed.

[0049] Pushing control is a control for pushing the sleeve 60 toward the gear 70 to bring it closer. In pushing control, the sleeve 60 is pushed in by the driving force of the drive device in the direction from the sleeve 60 toward the gear 70. Pushing control is performed when the stroke of the sleeve 60 is less than a preset threshold X0 (for example, in the state shown in FIG. 2(A)). The threshold X0 is set, for example, to correspond to a stroke at which the sleeve reverse tapered portion 62 and the gear reverse tapered portion 72 come into contact to some extent.

[0050] Push-in swing control is a control that swings the output torque of the electric motor transmitted to the sleeve 60 or the gear 70 while the drive device pushes the sleeve 60 toward the gear 70. Push-in swing control is performed when the stroke of the sleeve 60 is less than a threshold value X0 and a gear block between the sleeve 60 and the gear 70 occurs, for example, as shown in FIG. 2(B). By performing push-in swing control, the frictional force acting between the sleeve 60 and the gear 70 varies, and the elimination of the gear block is facilitated. The condition for determining a gear block is that a first period P1 has elapsed without changing from a given value within a range in which the stroke of the sleeve 60 is less than the threshold value X0.

[0051] Furthermore, it is preferable that the conditions for ending the pushing-in swing control include, for example, that the stroke of the sleeve 60 is equal to or greater than the threshold value X0, or that the rate of change in the stroke of the sleeve 60 is equal to or greater than a predetermined rate. In other words, it may be determined that the gear block has been resolved when the sleeve 60 is pushed in to a certain extent, or when the sleeve 60 moves suddenly (largely in a short period of time).

[0052] The oscillation referred to here means that at least the absolute value of the output torque is increased and then decreased. This oscillation may also be interpreted as vibration. The value of the output torque may be increased in a positive direction within a positive range and then decreased. Also, the value of the output torque may be increased in a negative direction within a negative range and then decreased. Note that when the dog clutch is engaged, the output torque in the direction that moves the vehicle forward is positive, and the output torque in the direction that moves the vehicle backward is negative.

[0053] Alternatively, the electric motor may alternately execute a first control in which the output torque value is increased in a positive direction within a positive range and then decreased, and a second control in which the output torque value is increased in a negative direction within a negative range and then decreased. In other words, the output torque value may be oscillated between positive and negative. In this case, a second period P2 (a predetermined neutral period) in which the output torque value is set to 0 may be provided between the first control and the second control. This allows the frictional force acting between the sleeve 60 and the gear 70 to change gradually, making it easier to eliminate gear lock.

[0054] The seating oscillation control is a control that generates an output torque of the electric motor in a direction that relieves the thrust load (axial load) acting on the tooth trace at the contact surface between the sleeve 60 and the gear 70 while pressing the sleeve 60 toward the gear 70. The sign of the output torque is set based on the shape of the tooth trace at the contact surface between the sleeve 60 and the gear 70. For example, a positive value is set for the seating oscillation control of the first clutch 6 and the low-side second clutch 7, and a negative value is set for the high-side second clutch 7. The magnitude of the output torque is set according to the magnitude of the load acting on the tooth trace.

[0055] The seat rocking control is initiated when a predetermined third period P3 (stop period) has elapsed while the stroke of the sleeve 60 remains unchanged at or above the threshold X0 (for example, when the state is as shown in FIG. 3A). In other words, the seat rocking control is initiated when, after the gear lock is released, the seating state may remain stable even with the connection incomplete. The seat rocking control is terminated when, for example, a predetermined fourth period P4 has elapsed while the stroke is larger than when the seat rocking control started.

[0056] It is preferable that the control device 10 learns the stroke of the sleeve 60 when the gear block is released as the fully engaged position of the sleeve 60 relative to the gear 70. In other words, it is preferable to learn the fully engaged position of the sleeve 60 at least after the end of the push-in swing control. It is also more preferable to learn the fully engaged position of the sleeve 60 after the end of the push-in swing control and the seat swing control. For example, the control device 10 learns a stable position where the stroke of the sleeve 60 is equal to or greater than the threshold value X0 as the fully engaged position of the sleeve 60. Note that "stable" here means that a certain amount of time has passed without changing the stroke of the sleeve 60 receiving the thrust of the drive device.

[0057] In the second clutch 7, the second sleeve 34 can be engaged with each of two gears (low-side dog gear 35 and high-side dog gear 37), and there are two positions where the second sleeve 34 is fully engaged with the low-side dog gear 35 and where the second sleeve 34 is fully engaged with the high-side dog gear 37. Here, the former is called the first engagement position, and the latter is called the second engagement position. The control device 10 learns the first engagement position when the second sleeve 34 is engaged with the low-side dog gear 35, and learns the second engagement position when the second sleeve 34 is engaged with the high-side dog gear 37.

[0058] The control device 10 may learn the fully released position (N position, reference position) of the second clutch 7 based on the first engagement position and the second engagement position. For example, an intermediate position between the first engagement position and the second engagement position may be learned and updated as a new fully released position. Furthermore, the engagement lengths (the left-right lengths of the gear tapered portion 71 and the gear reverse tapered portion 72 in FIGS. 2 and 3, and the lengths in the engagement and separation directions) of the low-side dog gear 35 and the high-side dog gear 37 are not necessarily the same. Therefore, the fully released position of the second clutch 7 may be determined taking into account the respective engagement lengths.

[0059] For example, if the engagement length of the low-side dog gear 35 is shorter than the engagement length of the high-side dog gear 37, a position that is a predetermined distance closer to the low-side dog gear 35 from the intermediate position between the first engagement position and the second engagement position is learned and updated as the new fully disengaged position. The predetermined distance is set to, for example, half the length of the difference between the engagement length of the low-side dog gear 35 and the engagement length of the high-side dog gear 37.

[0060] Conversely, if the engagement length of the low-side dog gear 35 is longer than the engagement length of the high-side dog gear 37, a position that is a predetermined distance closer to the high-side dog gear 37 from the intermediate position between the first engagement position and the second engagement position is learned and updated as the new fully released position. By setting the fully released position in this way, the distances from the fully released position to the engagement start positions of the gears 35, 37 can be made uniform.

[0061] [3. Timing chart] FIG. 5 is a graph illustrating the flow of control performed by the control device 10, showing the changes over time in the driving force of the drive device, the stroke of the sleeve 60, and the output torque of the electric motor. The initial position of the sleeve 60 is the fully open position (N position), and the stroke is 0. When the clutch engagement condition is met at time t0, push-in control is initiated. In push-in control, the drive device generates a driving force, and the sleeve 60 is pushed toward the gear 70. As a result, the stroke of the sleeve 60 gradually increases.

[0062] During the execution of the push-in control, when a first period P1 has elapsed at time t1 with the stroke remaining within a range less than the threshold value X0 without substantially changing from an arbitrary value, it is determined that gear blocking has occurred, and push-in swing control is initiated. In the push-in swing control, the drive device continues to generate a thrust force, pressing the sleeve 60 toward the gear 70. The electric motor also oscillates the output torque, vibrating the sleeve 60 in the rotational direction. As a result, the rotation angle of the sleeve 60 increases or decreases while the sleeve 60 remains pressed against the gear 70, making it easier to resolve the gear blocking.

[0063] In the push-in oscillation control, it is preferable that the first control and the second control are alternately performed. For example, in the first control, the output torque value is controlled to increase or decrease within a positive range, and in the second control, the output torque value is controlled to increase or decrease within a negative range. The graph shape of the output torque may be, for example, a rectangular waveform as shown in FIG. 5, or a curved waveform (e.g., sinusoidal). The absolute value of the output torque T1 during the first control may be the same as or different from the absolute value of the output torque T2 during the second control. Note that a second period P2 (neutral period) in which the value of the output torque is set to 0 may be provided between the first control and the second control.

[0064] By performing the pushing-in swing control, the magnitude of the frictional force acting between the sleeve 60 and the gear 70 changes, and when the frictional force is reduced, the sleeve 60 is pushed toward the gear 70. This gradually increases the stroke of the sleeve 60. When the stroke reaches or exceeds the threshold value X0 at time t2, it is determined that the sleeve reverse taper portion 62 is in contact with the gear reverse taper portion 72, and the pushing-in swing control ends.

[0065] After time t2 when the gear block is resolved by the pushing-in swing control, the seating swing control may be performed. For example, as shown in Fig. 5, the third control is started at time t3 when a third period P3 (stop period) has elapsed since time t2. Whether the sleeve 60 and the gear 70 are completely or incompletely seated, by providing the third period P3 before the start of the third control, the third control can be started when the stroke is roughly stabilized.

[0066] In the third control, an output torque is applied in a direction that relieves the load acting on the tooth trace on the contact surface between the sleeve 60 and the gear 70. The graph shape of the output torque may be a rectangular wave shape or a curved wave shape (e.g., a sinusoidal wave). The value of the output torque T3 during the third control may be the same as or different from either the output torque T1 or T2 during the pushing oscillation control. By performing the third control, the load acting on the tooth trace on the contact surface between the sleeve 60 and the gear 70 decreases, and the sleeve 60 is pushed toward the gear 70. Thereafter, at time t4 when a fourth period P4 has elapsed with almost no change in the stroke, it is determined that the sleeve 60 has been completely pushed in, and the seating oscillation control ends.

[0067] [4. Flowchart] 6 to 9 are flowcharts relating to the control performed by the control device 10. The flowchart in Fig. 6 relates to the allocation of the pushing control, the pushing rocking control, and the seat rocking control, and is repeatedly executed at a predetermined cycle while the main power supply of the vehicle is turned on.

[0068] In step A1, it is determined whether or not a clutch engagement condition is met. If this condition is met, the process proceeds to step A2, and if not, the control for that cycle ends. In step A2, pushing control is performed. In the following step A3, it is determined whether the sleeve 60 is seated on the gear 70. In other words, it is determined whether the stroke of the sleeve 60 is equal to or greater than the threshold value X0. If this condition is met, the process proceeds to the seating rocking control in FIG. 9, and if not, the process proceeds to step A4.

[0069] In step A4, it is determined whether a gear block has occurred. In other words, it is determined whether the stroke of the sleeve 60 is within a range less than the threshold value X0 and whether the first period P1 has elapsed in a state where it does not change from an arbitrary value. When the condition of step A4 is satisfied, the control proceeds to the pushing and rocking control of FIG. 7. On the other hand, when the condition of step A4 is not satisfied, the process proceeds to step A2 and the pushing control is continued.

[0070] The flowchart of FIG. 7 relates to the pushing and rocking control. The variable J in the flowchart is a counter value for determining the timing for changing the value of the output torque. The initial value of the variable J is J0, and an operation is performed such that it decreases from the initial value J0 toward 0 as time elapses. Also, the variable K is a counter value corresponding to the number of times the first control and the second control are allowed to be repeated. The initial value of the variable K is K0, and an operation is performed such that it decreases toward 0 each time the first control and the second control are repeated.

[0071] In step B1, it is determined whether the variable K exceeds 0. When this condition is satisfied, the process proceeds to step B2, and when it is not satisfied, the process proceeds to the retry control of FIG. It is determined whether the variable J exceeds a predetermined value J1 and is less than or equal to the initial value J0 (however, J1 < J0). When this condition is satisfied, the process proceeds to step B3, and when it is not satisfied, the process proceeds to step B4.

[0072] In step B3, the first control is performed. The time required for the variable J to decrease from the initial value J0 to the predetermined value J1 corresponds to the execution time of the first control. In the first control, the sleeve 60 is pushed by the driving force of the driving device in the direction from the sleeve 60 to the gear 70, and the value of the output torque of the electric motor is controlled to oscillate within a positive range. After the execution of the first control, the process proceeds to step B9.

[0073] In step B4, it is determined whether the variable J exceeds a predetermined value J2 and is less than or equal to a predetermined value J1 (where J2 < J1). When this condition is satisfied, the process proceeds to step B5, and control corresponding to the second period P2 (a predetermined neutral period) is implemented. In step B5, only the pushing-in of the sleeve 60 is carried out. That is, with the value of the output torque of the electric motor being 0, the sleeve 60 is pushed toward the gear 70 side. The time required for the variable J to decrease from the predetermined value J1 to the predetermined value J2 corresponds to the second period P2. After step B5, the process proceeds to step B9. On the other hand, when the condition of step B4 is not satisfied, the process proceeds to step B6.

[0074] In step B6, it is determined whether the variable J exceeds a predetermined value J3 and is less than or equal to a predetermined value J2 (where 0 < J3 < J2). When this condition is satisfied, the process proceeds to step B7. In step B7, second control is implemented. In the second control, the sleeve 60 is pushed by the driving force of the driving device in the direction from the sleeve 60 to the gear 70, and the value of the output torque of the electric motor is controlled to oscillate within the negative range. The time required for the variable J to decrease from the predetermined value J2 to the predetermined value J3 corresponds to the implementation time of the second control. After step B7, the process proceeds to step B9. On the other hand, when the condition of step B6 is not satisfied, the process proceeds to step B8.

[0075] In step B8, similar to step B5, control corresponding to the second period P2 (a predetermined neutral period) is implemented. In step B8, only the pushing-in of the sleeve 60 is carried out. That is, with the value of the output torque of the electric motor being 0, the sleeve 60 is pushed toward the gear 70 side. The time required for the variable J to decrease from the predetermined value J3 to 0 also corresponds to the second period P2. After step B8, the process proceeds to step B9.

[0076] In step B9, a predetermined value J corresponding to the control cycle of this flowchart xThe value obtained by subtracting 1 from the value of variable J at that time is assigned to variable J. In the following step B10, it is determined whether variable J is greater than 0. If this condition is met, the process proceeds to step B12, and if not, the process proceeds to step B11. In step B11, the value obtained by subtracting 1 from the value of variable K at that time is assigned to variable K, the value of variable J is reset to the initial value J0, and the process proceeds to step B12.

[0077] In step B12, it is determined whether the sleeve 60 is seated on the gear 70. If this condition is met, the process proceeds to the seating oscillation control of FIG. 9, and if not, the process proceeds to step B1. The push-in oscillation control continues until the sleeve 60 is seated or the number of repetitions of the first control and the second control reaches 0. The upper limit of the number of repetitions of the first control and the second control can be any number of times as long as it is equal to or greater than one.

[0078] The flowchart in Figure 8 relates to retry control after repeated execution of push-in swing control. In retry control, the sleeve 60 is retracted to the fully open position (N position), and control is performed to rotate the relative angle between the sleeve 60 and the gear 70 for a predetermined time. The variable L in the flowchart is a counter value for measuring the time required to rotate the relative angle between the sleeve 60 and the gear 70. The initial value of the variable L is L0, and calculations are performed to decrease the value from the initial value L0 toward 0 over time. The variable M is a counter value corresponding to the number of repetitions of the retry control. The initial value of the variable M is 0, and the upper limit value for which repetition of the retry control is allowed is M0. The upper limit value M0 is a predetermined value, for example, greater than or equal to 1.

[0079] In step C1, it is determined whether the variable M is less than the upper limit value M0. If this condition is met, the process proceeds to step C3, and if not, the process proceeds to step C2. In step C2, it is determined that the dog clutch has failed, and the occurrence of the failure is notified to the vehicle occupants, and the control ends. Meanwhile, in step C3, it is determined whether the stroke of the sleeve 60 has exceeded the N position (greater than 0). If this condition is met, the process proceeds to step C4, and if not, the process proceeds to step C5.

[0080] In step C4, the sleeve 60 is pulled towards the gear 70 while the output torque value of the electric motor is 0. Then, the process proceeds to step C1. On the other hand, in step C5, which is reached when the stroke is at the N position (reaches 0), it is determined whether the variable L exceeds 0. If this condition is met, the process proceeds to step C6, and if not, the process proceeds to step C8. In step C6, the electric motor is driven, and the sleeve 60 is controlled to rotate by a predetermined angle, for example. In the following step C7, the variable L at that time is reduced to a predetermined value L X The value obtained by subtracting L is substituted for the variable L, and the process proceeds to step C5. X is a value corresponding to the control period of this flowchart.

[0081] In step C8, which is reached when variable L has reached 0, the values ​​of variables J, K, and L are reset to their initial values ​​J0, K0, and L0, respectively. In the following step C9, the value obtained by adding 1 to the current value of variable M is assigned to variable M, and the process proceeds to step A2 in Fig. 6. This causes push-in control and push-in swing control to be attempted again.

[0082] The flowchart in Figure 9 relates to the seat rocking control. The variable N in the flowchart is a counter value used to determine the timing for starting the third control in the seat rocking control. The initial value of the variable N is N0, and calculations are performed to decrease the value from the initial value N0 toward 0 over time.

[0083] In step D1, it is determined whether the variable N is greater than 0. If this condition is met, the process proceeds to step D2. In step D2, for example, the sleeve 60 is slightly retracted toward the gear 70. Note that step D2 can be omitted. In the following step D3, the variable N at that time is reduced to a predetermined value N X The value obtained by subtracting N is substituted for the variable N, and the process proceeds to step D1. Xis a value corresponding to the control period of this flowchart. The time required for the variable N to decrease from the initial value N0 to 0 corresponds to the third period P3. If the condition of step D1 is not met, the process proceeds to step D4.

[0084] In step D4, a third control is performed. In the third control, the sleeve 60 is pushed in by the driving force of the drive device in the direction from the sleeve 60 to the gear 70, and the output torque value of the electric motor is controlled to fluctuate. In the following step D5, it is determined whether the stroke (seating state) of the sleeve 60 has stabilized. Here, for example, it is determined whether a fourth period P4 has elapsed while the stroke is in a range equal to or greater than the threshold value X0 and has not changed from an arbitrary value.

[0085] If the condition of step D5 is met, the process proceeds to step D6, where the seat rocking control is terminated and the stroke learning position is updated. In step D6, the stroke of the sleeve 60 at the end of the seat rocking control is learned as the fully engaged position of the sleeve 60 with respect to the gear 70. The fully disengaged position (N position) may be reset to a position a predetermined distance away from this fully engaged position. On the other hand, if the condition of step D5 is not met, the process proceeds to step D1, where the seat rocking control continues until the stroke of the sleeve 60 stabilizes.

[0086] [5. Effects] (1) The clutch control system of this embodiment controls the meshing of the sleeve 60 and the gear 70 to connect and disconnect torque transmission of the vehicle. This clutch control system includes an electric motor (motor 1, generator 3), a drive device (first actuator 8, second actuator 9), and a control device 10 that controls the electric motor and the drive device. The electric motor generates output torque that is transmitted to the sleeve 60 or the gear 70. The drive device drives the sleeve 60 by generating a thrust force in a direction from the sleeve 60 to the gear 70. When gear blocking of the sleeve 60 and the gear 70 occurs, the control device 10 performs push-in swing control, which swings the output torque of the electric motor while pushing the sleeve 60 with the thrust force of the drive device.

[0087] By performing the push-in swing control when gear blocking occurs, the sleeve 60 can be pushed toward the gear 70 while reducing the frictional force generated at the contact surface between the sleeve 60 and the gear 70, and the gear blocking can be resolved in a short time. Furthermore, there is no need to retract the sleeve 60 to separate it from the gear 70 when gear blocking occurs, and the gear blocking can be resolved in a short time. For example, the gear blocking can be resolved without immediately performing retry control immediately after the occurrence of gear blocking. Therefore, the controllability of the engagement of the dog clutch can be improved.

[0088] (2) The electric motor is configured to be able to perform a first control, which increases and then decreases the output torque value in a positive direction within a positive range, and a second control, which increases and then decreases the output torque value in a negative direction within a negative range. Furthermore, the control device 10 causes the electric motor to alternately perform the first control and the second control during the push-in swing control. This allows the output torque value to oscillate between positive and negative values, thereby enabling the frictional force acting between the sleeve 60 and the gear 70 to change gradually. Therefore, gear blocking can be more reliably eliminated.

[0089] Furthermore, when focusing on the relationship between the load (frictional force) acting on the tooth trace on the contact surface between the sleeve 60 and the gear 70 and the direction of the output torque, there are clutches in which the load decreases when the output torque is increased in the positive direction, and clutches in which the load decreases when the output torque is increased in the negative direction. Such differences in characteristics arise from differences in the shape of the tooth trace. Furthermore, as shown in Figure 1, when two gears 70 (low-side dog gear 35, high-side dog gear 37) can be engaged with one sleeve 60 (second sleeve 34) and these gears 70 have the same shape, such differences in characteristics are likely to occur.

[0090] On the other hand, by implementing a push-in swing control that oscillates the output torque value between positive and negative, gear blocking can be reliably eliminated for both gears 70. Also, there is no need to prepare individual controls for each gear 70, which simplifies the control configuration. Therefore, the controllability of the engagement of the dog clutch can be further improved.

[0091] (3) The above-described push-in swing control is performed, for example, when the stroke of the sleeve 60 from the reference position (fully open position, N position) is less than the threshold value X0, and is terminated when the stroke is equal to or greater than the threshold value X0. In this way, by continuing the push-in swing control when the stroke is less than the threshold value X0, the possibility of resolving gear blockage can be increased. Furthermore, by terminating the push-in swing control when the stroke is equal to or greater than the threshold value X0, the number of repetitions of the first control and the second control can be minimized, thereby saving energy for driving the drive device.

[0092] (4) The control device 10 described above performs seating swing control after the gear block is released by the pushing swing control. The seating swing control is a control that generates an output torque of the electric motor in a direction that relieves the load acting on the teeth of the sleeve 60 and the gear 70 while pushing the sleeve 60 with the driving force of the drive device. This configuration makes it easier to push the sleeve 60 all the way into the gear 70, making the engagement state more reliable. Furthermore, by separately performing the control for releasing the gear block and the control for pushing the sleeve 60 all the way into the gear 70, complete engagement of the sleeve 60 with the gear 70 can be achieved efficiently in a short time.

[0093] (5) The control device 10 described above provides a predetermined stop period (third period P3) between the pushing-in rocking control and the pushing-in by the seat rocking control (third control), as shown in Fig. 5. This allows the pushing-in by the seat rocking control to be performed with the stroke of the sleeve 60 stabilized, and the frictional force generated by the pushing-in rocking control can be weakened.

[0094] In other words, the third control can be started after canceling the jamming of the sleeve 60 due to the pushing swing control, and the sleeve 60 can be pushed in efficiently. Therefore, the sleeve 60 can be fully engaged with the gear 70 efficiently in a short time. Furthermore, compared to when the output torque value is suddenly changed from positive to negative (or from negative to positive), the load on the electric motor can be reduced, and the protection of the electric motor can be improved.

[0095] (6) The control device 10 learns the stroke of the sleeve 60 at the end of seat rocking control as the fully engaged position of the sleeve 60 relative to the gear 70. This makes it possible to correct deviations in the fully engaged position due to individual differences in the sleeve 60 and gear 70, and to determine the correct fully engaged position. Furthermore, by resetting the fully released position (N position) based on this fully engaged position, stroke errors due to individual differences in the parts can be corrected, and for example, the distance from the fully released position to the fully engaged position can be made a constant value. Therefore, the time required to engage and disengage all dog clutches can be unified, further improving the controllability of the dog clutches.

[0096] (7) As shown in FIG. 5, the control device 10 described above provides a predetermined neutral period (second period P2) between the first control and the second control in the push-pull swing control, during which the output torque value is set to zero. This allows switching between the first control and the second control while stabilizing the stroke of the sleeve 60, thereby reducing the frictional force generated by the first control and the second control. In other words, the second control can be initiated after canceling the engagement of the sleeve 60 due to the first control, or the first control can be initiated after canceling the engagement of the sleeve 60 due to the second control. This allows for efficient gear locking and improved controllability of engagement of the dog clutch. Furthermore, compared to a case in which the output torque value is suddenly changed from positive to negative (or from negative to positive), the load on the electric motor can be reduced, improving the protection of the electric motor.

[0097] [6. Other] The above-described embodiment is merely illustrative, and is not intended to exclude various modifications and applications of techniques not explicitly described in the present embodiment. Each configuration of the present embodiment can be modified in various ways without departing from the spirit of the present embodiment. Furthermore, each configuration of the present embodiment can be selected or combined as needed.

[0098] In the above embodiment, as shown in FIG. 5, the values ​​of the output torques T1 and T2 during the push-pull swing control are set to predetermined fixed values, but they may also be set to variable values. For example, as the number of times the first control and the second control are repeated increases, the values ​​of the output torques T1 and T2 may be increased, or the frequency may be increased. In other words, the amplitude and frequency of the output torque during the push-pull swing control may be controlled to gradually increase. Such control can further increase the possibility of resolving gear block. The values ​​of the output torques T1 to T3 may also be set according to the temperature of the oil supplied to the inside of the transaxle 5 and the outside air temperature.

[0099] In the above embodiment, retry control is performed when variable K becomes equal to or less than 0, but the implementation time of push-in swing control may be used instead of variable K. For example, retry control may be performed when the implementation time of push-in swing control exceeds a predetermined time. If push-in swing control cannot resolve gear lock, retry control to retract the sleeve 60 can be performed to reliably resolve gear lock and improve controllability regarding engagement of the dog clutch. [Industrial Applicability]

[0100] The present invention is applicable to the manufacturing industry of clutch control systems that connect and disconnect torque transmission in vehicles, and also to the manufacturing industry of hybrid vehicles equipped with clutch control systems. [Explanation of symbols]

[0101] 1. Motor (electric motor) 2 engines 3 Generator (electric motor) 4 wheels 5 Transaxle 6 First clutch 7 Second clutch 8. First actuator (drive unit) 9 Second actuator (drive unit) 10 Control device 11 Motor shaft 12 Engine shaft 13 Generator Axis 14 First counter axis 15 Second counter axis 16 Wheel axle 21 Motor Gear 22 Upstream counter gear 23 First dog gear (gear) 24 First Hub (Hub) 25 First Sleeve (Sleeve) 26 Downstream counter gear 27 Ring gear 28 Differential device 31 Generator gear 32 Engine gear 33 Second Hub (Hub) 34 Second Sleeve (Sleeve) 35 Low side dog gear (gear) 36 Low side idler gear 37 High side dog gear (gear) 38 High side idler gear 41 Low side counter gear 42 High side counter gear 43 Second downstream counter gear 51 First Slot Talk Sensor 52 Second stroke sensor 60 sleeves 61 Sleeve tapered part 62 Sleeve reverse tapered section 63 Sleeve lock section 64 Sleeve base 70 gears 71 Gear taper 72 Gear reverse taper P1 first period P2 second period (neutral period) P3 third period (suspension period) P4 fourth period X0 threshold

Claims

1. A clutch control system that controls engagement of a sleeve and a gear to connect and disconnect torque transmission of a vehicle, an electric motor that generates an output torque that is transmitted to the sleeve or the gear; a drive device that generates a thrust force in a direction from the sleeve toward the gear to drive the sleeve; a control device that controls the electric motor and the drive device, When a gear block occurs between the sleeve and the gear, the control device performs a pushing swing control in which the output torque of the electric motor is swung while pushing the sleeve with the thrust of the drive device. A clutch control system comprising:

2. the electric motor is provided to be able to perform a first control of increasing the value of the output torque in a positive direction within a positive range and then decreasing it, and a second control of increasing the value of the output torque in a negative direction within a negative range and then decreasing it, The control device causes the electric motor to alternately perform the first control and the second control in the push-in swing control.

2. The clutch control system of claim 1.

3. The push-in swing control is performed when the stroke of the sleeve from the reference position is less than a threshold value, and is terminated when the stroke is equal to or greater than the threshold value.

3. The clutch control system of claim 2.

4. After the gear block is released by the pushing swing control, the control device performs seating swing control to generate the output torque of the electric motor in a direction to release the load acting on the sleeve and the tooth trace of the gear while pushing the sleeve with the thrust force of the drive device.

3. The clutch control system of claim 2.

5. The control device provides a predetermined pause period between the pushing rocking control and the pushing by the seat rocking control.

5. The clutch control system of claim 4.

6. The control device learns the stroke of the sleeve at the end of the seat rocking control as a complete engagement position of the sleeve with respect to the gear.

5. The clutch control system of claim 4.

7. The control device provides a predetermined neutral period during the push-in swing control between the first control and the second control, during which the value of the output torque is set to 0.

7. A clutch control system according to claim 2, wherein: