Clutch control system

Abstract

This clutch control system is provided with electric motors (1, 3), driving devices (8, 9), and a control device (10) for controlling the electric motors (1, 3) and the driving devices (8, 9). The electric motors (1, 3) generate output torque that is transmitted to sleeves (25, 34) or gears (23, 35, 37). The driving devices (8, 9) drive the sleeves (25, 34) by generating a propulsive force in a direction from the sleeves (25, 34) toward the gears (23, 35, 37). When gear blocks of the sleeves (25, 34) and the gears (23, 35, 37) occur, the control device (10) performs push-in oscillation control for oscillating the output torque of the electric motors (1, 3) while pushing in the sleeves (25, 34) by the propulsive force of the driving devices (8, 9).

Description

Clutch Control System

[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.

[0002] A vehicle torque transmission path is known to include a dog clutch. 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 disengaging the engagement. 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).

[0003] International Publication No. 2019 / 111457

[0004] In a dog clutch, before a pair of engaging elements fully 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 move closer together when gear locking occurs can result in noise and vibration, or even damage to the chamfers. Therefore, when gear locking occurs, the two engaging elements are first separated, the gear lock is released, and then the two engaging elements are brought closer together again to engage. 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.

[0006] The disclosed clutch control system can be realized as the following disclosed aspects (application examples) and solves 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 is disclosed as 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 in a direction from the sleeve to the gear to drive the sleeve, and a control device that controls the electric motor and the drive device. Furthermore, 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. With regard to an aspect including the above-described aspect 2, it is preferable that the pushing-in swing control is performed when the stroke of the sleeve from a reference position is less than a threshold value, and that the control device terminates when the stroke is equal to or greater than the threshold value. Aspect 4. With regard to an aspect including the above-described aspect 2, it is preferable that, after the gear block is resolved by the pushing-in 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.

[0010] Aspect 5. In the aspects 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 by the seat rocking control. Aspect 6. In the aspects 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 fully engaged position of the sleeve with respect to the gear.

[0011] Aspect 7. In relation 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 oscillation control, provide a predetermined neutral period between the first control and the second control, during which the value of the output torque is set to 0.

[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.

[0013] 1 is a diagram showing the configuration of a clutch control system. (A) and (B) are diagrams showing the positional relationship between the sleeve and gear of a dog clutch, where (A) represents a disengaged state and (B) represents a state in which gear blocking has occurred. (A) and (B) are diagrams showing the positional relationship between the sleeve and gear of a dog clutch, where (A) represents an incompletely engaged state and (B) represents a completely engaged state. A table showing control performed by a control device. A graph for explaining the flow of control performed by a control device, showing changes over time in the thrust force of the drive device, the stroke of the sleeve, and the output torque of the electric motor. A flowchart related to control performed by a control device. A flowchart related to push-in rocking control. A flowchart related to retry control. A flowchart related to seat rocking control.

[0014] The disclosed clutch control system disconnects and connects torque transmission (transmission of driving force) by controlling the meshing state of a meshing clutch interposed in the vehicle's torque transmission path (power transmission path). The meshing clutch is provided with a sleeve (gear sleeve) and a gear (gear piece) as engaging elements. The clutch control system disconnects and connects the vehicle's torque transmission by controlling the meshing of the sleeve and gear. Torque transmission occurs when the sleeve and gear mesh, and torque transmission is interrupted when the meshing is released.

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

[0016] A plug-in hybrid vehicle refers to a hybrid vehicle that can be charged externally to its battery or receive power from an external source. Plug-in hybrid vehicles are equipped 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 description illustrates a clutch control system applied to a plug-in hybrid vehicle.

[0017] [1. Configuration] Figure 1 shows 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 force of the motor 1 and engine 2 can be transmitted to the wheels 4 via the transaxle 5.

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

[0019] The transaxle 5 is a device interposed in the torque transmission path of a vehicle. The transaxle 5 combines the functions of a reduction gear and a differential. Inside the transaxle 5, there is a first torque transmission path that is responsible for torque transmission between the motor 1 and the wheels 4, and a second torque transmission path that is responsible for torque transmission between the engine 2 and generator 3 and the wheels 4.

[0020] The first torque transmission path corresponds to the portion below the wheel axle 16 connected to the wheel 4 in Figure 1. The first torque transmission path is provided with a first clutch 6 for connecting and disconnecting torque transmission between the motor 1 and the wheel 4. The second torque transmission path corresponds to the portion above the wheel axle 16 in Figure 1. The second torque transmission path is provided with a second clutch 7 for connecting and disconnecting torque transmission between the engine 2 and generator 3 and the wheel 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, in which the vehicle runs solely on the driving force of the motor 1, the first clutch 6 is engaged and the second clutch 7 is disengaged. In ENG mode, in which the vehicle runs solely on 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, engaging the first sleeve 25 and the first dog gear 23, thereby engaging the first clutch 6. Conversely, the first actuator 8 moves the first sleeve 25 away from the first dog gear 23, disengaging the first sleeve 25 and the first dog gear 23, thereby disengaging the first clutch 6. The position (stroke) of the first sleeve 25 is detected by the first stroke sensor 51.

[0027] A differential device 28 is interposed on the wheel axle 16 connected to the left and right wheels 4. A downstream counter gear 26, which meshes with the ring gear 27 of the differential device 28, is fixed to the first counter shaft 14. When the first clutch 6 is engaged, 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 is 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 with the engine shaft 12, and a second counter shaft 15 arranged in parallel with the engine shaft 12 and the 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 the 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 engaging the high side of the second clutch 7 (enabling the high-side idler gear 38 to be used). Conversely, the second actuator 9 moves the second sleeve 34 away from the high-side dog gear 37, thereby disengaging the second sleeve 34 from the high-side dog gear 37, thereby disengaging the high side of the second clutch 7. 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 engaged, 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, the generator 3, the first actuator 8, and the second actuator 9 are controlled by the control device 10. The control device 10 is a computer (Electronic Control Unit, ECU) that has the function of connecting and disconnecting the torque transmission of the first clutch 6 and the second clutch 7. The control device 10 has a built-in 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 the 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." The 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 a "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 from the sleeve 60 toward the gear 70 to drive the sleeve 60. For example, the first actuator 8 generates a thrust from the first sleeve 25 toward the first dog gear 23 to drive the first sleeve 25. Furthermore, the second actuator 9 generates a thrust 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] Figures 2 and 3 are diagrams for explaining the connected and disconnected states of the dog clutch. Figure 2(A) shows the disconnected state (disengaged state) of the sleeve 60 and the gear 70, and Figure 2(B) shows a state in which gear blocking has occurred. Figure 3(A) shows the incompletely connected state (incompletely engaged state) of the sleeve 60 and the gear 70, and Figure 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 with a pointed tip. 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 tapered portion 62 is the part that is widest in the circumferential direction at the boundary with the sleeve tapered portion 61, and gradually narrows towards the base end side (left side in the figure) of the sleeve 60. Similarly, the sleeve lock portion 63 is the part that is narrowest in the circumferential direction at the boundary with the sleeve reverse tapered portion 62, and gradually widens towards the base end side (left side in the figure) of the sleeve 60. The sleeve base portion 64 is a part in which the circumferential dimension is almost constant. All sleeve base portions 64 are integrally formed further to the left of the portion shown in Figure 2(A).

[0042] The gear 70 is provided with a gear tapered portion 71 and a gear reverse tapered portion 72, in order from the tip on the sleeve 60 side toward the base end. The gear tapered portion 71 is a part whose circumferential dimension becomes narrower toward the tip. The tip of the gear tapered portion 71 is, for example, rounded (chamfered to round off sharp corners). The inclination gradient of the gear tapered portion 71 is set to correspond to (allow surface contact with) the inclination gradient of the sleeve lock portion 63, for example.

[0043] Furthermore, the reverse tapered gear portion 72 is the widest in the circumferential direction at the boundary with the gear tapered portion 71, and gradually tapers towards the base end side of the gear 70 (right side in the figure). The inclination gradient of the reverse tapered gear portion 72 is set to correspond to, for example, the inclination gradient of the reverse tapered sleeve portion 62 (allowing for surface contact).

[0044] As shown in Figure 2(A), the disengaged state of the sleeve 60 and gear 70 means that the sleeve 60 and gear 70 are not in contact. In this embodiment, the initial value of the fully open position (N position, reference position) is set to a predetermined distance in the separation direction from the tip of the sleeve tapered portion 61 to the tip of the gear tapered portion 71. When the control device 10 disengages the engagement clutch, the drive device is controlled so that the sleeve 60 moves to the fully open position.

[0045] The position (stroke) of the sleeve 60 is measured based on the fully open position. Also, as shown in Figure 2(B), the relationship between the sleeve 60 and the gear block of the gear 70 refers to the state in which the sleeve tapered portion 61 and the gear tapered portion 71 come into contact during the process of bringing the sleeve 60 closer to the gear 70, and the sleeve 60 stops moving.

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

[0047] Figure 3(A) shows an incomplete connection, and Figure 3(B) shows a complete connection. In Figure 3(A), the connection is incomplete because the sleeve lock portion 63 is not in contact with the gear taper portion 71, and there is still room to push the sleeve 60 further in. In contrast, in Figure 3(B), the sleeve lock portion 63 is in contact with the gear taper portion 71, and the sleeve 60 is fully pushed in.

[0048] The control device 10 can perform the push-in control, push-in oscillation control, and seating oscillation control shown in Figure 4 when the clutch engagement condition is met. Known conditions can be applied to the clutch engagement condition. The clutch engagement condition is met, for example, when the driving mode is changed or when stroke learning of the meshing clutch is performed. Furthermore, the push-in control, push-in oscillation control, and seating oscillation control shown in Figure 4 are performed, for example, exclusively, and when one control is being performed, the other controls are not performed.

[0049] The pushing control is a control for pushing the sleeve 60 toward the gear 70 to bring it closer. In the pushing control, the sleeve 60 is pushed in by the driving force of the driving device in the direction from the sleeve 60 toward the gear 70. The pushing control is performed when the stroke of the sleeve 60 reaches a preset threshold value X ０ This is performed when the threshold value X is less than the threshold value X (for example, when the state shown in FIG. 2A is in effect). ０ is set 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, for example.

[0050] The push-in swing control is a control in which the output torque of the electric motor transmitted to the sleeve 60 or the gear 70 is swung while the drive device pushes the sleeve 60 toward the gear 70. The push-in swing control is performed when the stroke of the sleeve 60 reaches a threshold value X ０ This is performed when the stroke of the sleeve 60 is less than the threshold X, for example, when gear blocking occurs between the sleeve 60 and the gear 70 as shown in Figure 2(B). By performing push-in oscillation control, the frictional force acting between the sleeve 60 and the gear 70 changes, promoting the elimination of gear blocking. The condition for determining gear blocking is when the stroke of the sleeve 60 is less than the threshold X. ０ In the range of less than 1 / 2, the first period P remains unchanged from an arbitrary value. １ The passage of time.

[0051] The end condition for the push-in swing control is, for example, when the stroke of the sleeve 60 reaches a threshold value X ０ Preferably, the above conditions are met, and the rate of change of the sleeve 60's stroke is greater than or equal to a predetermined speed. In other words, the gear block may be deemed to have been released when the sleeve 60 is pushed in to a certain extent, or when the sleeve 60 moves suddenly (a large amount in a short 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 be caused to alternately perform a first control in which the value of the output torque is increased in a positive direction within a positive range and then decreased, and a second control in which the value of the output torque is increased in a negative direction within a negative range and then decreased. In other words, the value of the output torque may be caused to oscillate between positive and negative. In this case, a second period P in which the value of the output torque is set to 0 may be provided between the first control and the second control. ２ A predetermined neutral period may be provided. This allows for variations in the rate of change of the frictional force acting between the sleeve 60 and the gear 70, making it easier for the gear block to dissipate.

[0054] The seating oscillation control is a control that generates an output torque of the electric motor in a direction that relieves a 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 seating oscillation control of the first clutch 6 and the low-side second clutch 7, and a negative value is set for seating oscillation control of 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 seating oscillation control is performed when the stroke of the sleeve 60 reaches a threshold X. ０ If the above conditions remain unchanged, a predetermined third period P will occur. ３It is performed when the (stop period) has elapsed [for example, when the state shown in Figure 3(A)]. In other words, seating oscillation control is performed when the seated state may be stable with an incomplete connection state after the gear block has been disengaged. The termination condition for seating oscillation control is, for example, when the stroke is greater than at the start of seating oscillation control and a predetermined fourth period P has elapsed. ４ The passage of time.

[0056] The control device 10 preferably learns the stroke of the sleeve 60 when the gear block is disengaged as the fully engaged position of the sleeve 60 with respect to the gear 70. In other words, it is preferable to learn the fully engaged position of the sleeve 60 at least after the completion of the push-in oscillating control. It is even more preferable to learn the fully engaged position of the sleeve 60 after the completion of both the push-in oscillating control and the seating oscillating control. For example, the control device 10 learns the stroke of the sleeve 60 when the threshold X ０ The stable position in the above state is learned as the fully engaged position of the sleeve 60. Note that "stable" here means that a certain amount of time has passed without any change in the stroke of the sleeve 60 receiving the driving force of the drive unit.

[0057] In the second clutch 7, the second sleeve 34 can engage with each of the two gears (low-side dog gear 35 and high-side dog gear 37), and there are two fully engaged positions for the second sleeve 34 with respect to the low-side dog gear 35 and the high-side dog gear 37. Here, the former is called the first engaged position and the latter is called the second engaged position. The control device 10 learns the first engaged position when the second sleeve 34 engages with the low-side dog gear 35, and learns the second engaged position when the second sleeve 34 engages 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 and second engagement positions 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] 5 is a graph for explaining the flow of control performed by the control device 10, showing the change over time in the thrust of the drive unit, 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. At time t ０ When the clutch engagement condition is met, the push control is initiated. In the push control, the drive unit generates thrust, pushing the sleeve 60 toward the gear 70. This gradually increases the stroke of the sleeve 60.

[0062] During the execution of the push control, the stroke reaches threshold X. ０ Within the range of less than a certain value, the first period P remains almost unchanged from any value.１ Time t has passed １ If a gear block is detected, the push-and-oscillate control is initiated. During the push-and-oscillate control, the drive unit continues to generate thrust, pressing the sleeve 60 toward the gear 70. The electric motor also oscillates its output torque, causing the sleeve 60 to vibrate 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 block.

[0063] In push-in oscillation control, it is preferable that the first control and the second control are performed alternately. 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 a rectangular waveform, as shown in Figure 5, for example, or a curved waveform (e.g., sinusoidal). Output torque T during the first control １ The absolute value of the output torque T ２ The absolute value of the output torque may be equal to or different from the absolute value of the output torque. ２ A neutral period may be provided.

[0064] By performing the pushing swing control, the magnitude of the frictional force acting between the sleeve 60 and the gear 70 changes, and when the frictional force is relaxed, the sleeve 60 is pushed toward the gear 70. As a result, the stroke of the sleeve 60 gradually increases. ２ The stroke is the threshold X ０ When this occurs, it is determined that the sleeve reverse tapered portion 62 is in contact with the gear reverse tapered portion 72, and the pushing swing control ends.

[0065] The time t when the gear block is resolved by the pushing swing control ２ After that, the seat rocking control may be performed. For example, as shown in FIG. ２ From the third period P ３ The time t when the (stop period) has elapsed ３Whether the sleeve 60 and the gear 70 are completely or incompletely seated, the third control is started in the third period P ３ By providing this, 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 of 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 (for example, a sine wave shape). The output torque T ３ The value of the output torque T １ , T ２ By performing the third control, the load acting on the tooth trace at the contact surface between the sleeve 60 and the gear 70 is reduced, and the sleeve 60 is pushed toward the gear 70. After that, the stroke remains almost unchanged during the fourth period P ４ Time t has passed ４ At this time, it is determined that the sleeve 60 has been completely pushed in, and the seat rocking control ends.

[0067] 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 push-in control, push-in rocking control, and 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 the 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, the pushing control is performed. In the following step A3, it is determined whether or not the sleeve 60 has seated on the gear 70. In other words, when the stroke of the sleeve 60 reaches the threshold value X ０ If this condition is met, the process proceeds to the seat rocking control shown in Fig. 9, and if not, the process proceeds to step A4.

[0069] In step A4, it is determined whether or not gear blocking has occurred. In other words, whether or not the stroke of the sleeve 60 is greater than the threshold value X０ and remains unchanged from any value during the first period P １ It is determined whether the time has elapsed. If the condition in step A4 is met, the process proceeds to the push-in oscillation control shown in Figure 7. On the other hand, if the condition in step A4 is not met, the process proceeds to step A2, and the push-in control continues.

[0070] The flowchart in Figure 7 relates to push-and-rock control. The variable J in the flowchart is a counter value used to determine the timing for changing the output torque value. The initial value of variable J is J ０ and the initial value J ０ The calculation is performed in a manner that decreases from zero towards zero. The variable K is a counter value corresponding to the number of times the first and second control cycles can be repeated. The initial value of the variable K is K ０ and is calculated so as to decrease toward 0 each time the first control and the second control are repeated.

[0071] In step B1, it is determined whether the variable K is greater than 0. If this condition is met, the process proceeds to step B2; otherwise, the process proceeds to the retry control shown in Figure 8. The condition in step B1 is met after, for example, the first and second controls have been repeated several times. In step B2, the variable J is set to a predetermined value J. １ and the initial value J ０ It is determined whether or not J １ <J ０ If this condition is met, the process proceeds to step B3, and if not, the process proceeds to step B4.

[0072] In step B3, the first control is performed. The variable J is set to the initial value J ０ to a predetermined value J １ The time required for the value of the torque output from the drive unit to decrease to the value of the torque output from the drive unit corresponds to the time required for the first control to be performed. In the first control, the sleeve 60 is pushed in by the thrust of the drive unit 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 first control is performed, the process proceeds to step B9.

[0073] In step B4, the variable J is set to a predetermined value J ２ and exceeds the predetermined value J１ It is determined whether or not J ２ <J １ ). When this condition is met, proceed to step B5, and then to the second period P ２ In step B5, only the pushing of the sleeve 60 is performed. That is, the sleeve 60 is pushed toward the gear 70 while the output torque of the electric motor is 0. When the variable J is set to the predetermined value J １ to a predetermined value J ２ The time required to decrease to the second period P is ２ This corresponds to step B5. After step B5, proceed to step B9. On the other hand, if the condition in step B4 is not met, proceed to step B6.

[0074] In step B6, the variable J is set to a predetermined value J. ３ and exceeds the predetermined value J ２ It is determined whether or not the value is equal to or less than 0 (where 0<J ３ <J ２ ). When this condition is met, the process proceeds to step B7. In step B7, the second control is performed. In the second control, the sleeve 60 is pushed in by the thrust of the drive unit in the direction from the sleeve 60 to the gear 70, and the output torque of the electric motor is controlled to oscillate within a negative range. The variable J is a predetermined value J. ２ to a predetermined value J ３ The time required for the voltage to decrease to 0 corresponds to the time required for the second control to be performed. After step B7, the process proceeds to step B9. On the other hand, if the condition of step B6 is not satisfied, the process proceeds to step B8.

[0075] In Step B8, similar to Step B5, the second period P ２ In step B8, only the pushing of the sleeve 60 is performed. That is, the sleeve 60 is pushed toward the gear 70 while the output torque of the electric motor is 0. When the variable J is equal to the predetermined value J ３ The time required for the second period P ２ After step B8, the process proceeds to step B9.

[0076] In step B9, a predetermined value J corresponding to the control period of this flowchart is ｘ The value obtained by subtracting from the current value of variable J is assigned to variable J. In the following step B10, it is determined whether or not variable J is greater than 0. If this condition is met, the process proceeds to step B12; otherwise, it proceeds to step B11. In step B11, the value obtained by subtracting 1 from the current value of variable K is assigned to variable K, and the value of variable J is set to the initial value J. ０ Then, the process proceeds to step B12.

[0077] In step B12, it is determined whether the sleeve 60 has seated against the gear 70. If this condition is met, the process proceeds to the seating oscillation control shown in Figure 9; otherwise, 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 and second controls reaches zero. The upper limit for the number of repetitions of the first and second controls is any number of repetitions, as long as it is one or more.

[0078] The flowchart in Figure 8 relates to retry control after repeated push-in oscillation control. In the retry control, the sleeve 60 is pulled in to the fully open position (N position), and the relative angle between the sleeve 60 and the gear 70 is rotated for a predetermined time. The variable L in the flowchart is a counter value used to measure the time it takes to rotate the relative angle between the sleeve 60 and the gear 70. The initial value of variable L is L ０ and the initial value L ０ The calculation is performed in a way that decreases from zero towards zero. The variable M is a counter value corresponding to the number of retry attempts. The initial value of variable M is 0, and the upper limit of the number of allowed retry attempts is M. ０ The upper limit M ０ is a predetermined value, for example, 1 or more.

[0079] In step C1, the variable M is set to the upper limit M ０It is determined whether the stroke of the sleeve 60 exceeds the N position (greater than 0). 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. On the other hand, in step C3, it is determined whether the stroke of the sleeve 60 exceeds 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 toward 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 the predetermined value 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 the variable L reaches 0, the values ​​of the variables J, K, and L are reset to the initial value J ０ , K ０ , L ０ In the next step C9, the value obtained by adding 1 to the variable M at that time is assigned to the variable M, and the process proceeds to step A2 in Fig. 6. As a result, the push-in control or push-in swing control is attempted again.

[0082] The flowchart in Figure 9 relates to the seat rocking control. The variable N in the flowchart is a counter value for determining the timing to start the third control in the seat rocking control. The initial value of the variable N is N ０ and the initial value N ０ The calculation is performed so that the value decreases from 0 to 0.

[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 pulled towards the gear 70. Note that step D2 is optional. In the following step D3, the variable N at that point is reduced to a predetermined value N. Ｘ The value obtained by subtracting is assigned to the variable N, and the process proceeds to step D1. Note that the predetermined value N Ｘ This value corresponds to the control cycle in this flowchart. The variable N is initially valued as N. ０ The time required for it to decrease from to 0 is the third period P. ３ This corresponds to [the condition in step D1]. If the condition in step D1 is not met, proceed to step D4.

[0084] In step D4, the third control is performed. In the third control, the sleeve 60 is pushed in by the thrust of the drive unit 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 or not the stroke (seated state) of the sleeve 60 has stabilized. Here, for example, if the stroke is above threshold X ０ Within the above range, and remaining unchanged from an arbitrary value, the fourth period P ４ It is determined whether the time has elapsed.

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

[0086] [5. Effects] (1) The clutch control system of this embodiment disconnects and connects the torque transmission of the vehicle by controlling the meshing of the sleeve 60 and the gear 70. This clutch control system comprises an electric motor (motor 1, generator 3), a drive unit (first actuator 8, second actuator 9), and a control device 10 that controls the electric motor and the drive unit. The electric motor generates output torque that is transmitted to the sleeve 60 or the gear 70. The drive unit generates a thrust force in the direction from the sleeve 60 to the gear 70 to drive the sleeve 60. When gear blocks are generated between the sleeve 60 and the gear 70, the control device 10 performs a push-and-oscillate control that pushes the sleeve 60 with the thrust force of the drive unit while oscillating the output torque of the electric motor.

[0087] By implementing push-and-rock control when a gear block occurs, the frictional force generated at the contact surface between the sleeve 60 and the gear 70 can be reduced while pushing the sleeve 60 toward the gear 70, allowing the gear block to be eliminated in a short time. Furthermore, there is no need to pull the sleeve 60 in and separate it from the gear 70 when a gear block occurs, allowing the gear block to be eliminated in a short time. For example, the gear block can be eliminated without immediately implementing retry control after its occurrence. Therefore, the controllability related to the engagement of the meshing clutch can be improved.

[0088] (2) The electric motor described above is equipped to perform a first control that increases and then decreases the output torque value in the positive direction within a positive range, and a second control that increases and then decreases the output torque value in the negative direction within a negative range. Furthermore, in the push-in oscillation control, the control device 10 causes the electric motor to alternately perform the first control and the second control. This makes it possible to oscillate the output torque value in both positive and negative directions, and to vary the rate of change in the frictional force acting between the sleeve 60 and the gear 70. Therefore, the gear block can be eliminated more reliably.

[0089] When considering the relationship between the load (frictional force) acting on the tooth trace at 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. These differences in characteristics arise from differences in the shape of the tooth trace. Furthermore, as shown in FIG. 1 , when two gears 70 (low-side dog gear 35, high-side dog gear 37) can engage with one sleeve 60 (second sleeve 34) and these gears 70 have the same shape, these 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. Furthermore, 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-mentioned push-in swing control is performed when the stroke of the sleeve 60 from the reference position (fully open position, N position) is greater than or equal to the threshold value X ０ If the stroke is less than the threshold X ０ In this way, if the stroke is greater than or equal to the threshold value X ０ When the stroke is less than the threshold value X, the pushing swing control is continued, thereby increasing the possibility that the gear block is resolved. ０ By ending the push-in swing control at this point, the number of times the first control and the second control are repeated can be minimized, and energy for driving the drive device can be saved.

[0092] (4) The control device 10 performs seating oscillation control after the gear block has been released by the pushing oscillation control. The seating oscillation control is a control that generates 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 thrust force of the drive device. With this configuration, it becomes easy to push the sleeve 60 all the way into the gear 70, and the engagement state can be made more reliable. In addition, by performing the control for releasing the gear block and the control for pushing the sleeve 60 all the way in separately, 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, for example as shown in Figure 5, has a predetermined stop period (third period P) between the push-in swing control and the seat-swing control for pushing (third control). ３ This provides a mechanism that allows the sleeve 60 to be pushed in by seating oscillation control while maintaining a stable stroke, and reduces the frictional force generated by the pushing oscillation control.

[0094] In other words, the third control can be started after canceling the sticking of the sleeve 60 due to the pushing-and-rocking control, allowing the sleeve 60 to be pushed in efficiently. Therefore, full engagement of the sleeve 60 with the gear 70 can be achieved efficiently in a short time. In addition, compared to the case where the output torque value is changed rapidly from positive to negative (or from negative to positive), the load on the motor can be reduced, and the protection of the motor can be improved.

[0095] (6) The control device 10 described above learns the stroke of the sleeve 60 at the end of the seating oscillation control as the fully engaged position of the sleeve 60 with respect to the gear 70. This allows for correction of deviations in the fully engaged position due to individual differences in the sleeve 60 and gear 70 parts, and enables the determination of the correct fully engaged position. Furthermore, by resetting the fully open position (N position) based on this fully engaged position, stroke errors due to individual differences in parts can be corrected, and for example, the distance from the fully open position to the fully engaged position can be made constant. Therefore, the time required for all meshing clutches to engage and disengage can be standardized, and the controllability of the meshing clutches can be further improved.

[0096] (7) The control device 10 described above, for example as shown in Figure 5, has a predetermined neutral period (second period P) between the first control and the second control in the push-in oscillation control during which the value of the output torque is set to 0. ２ ) is provided. This allows switching between the first control and the second control while stabilizing the stroke of the sleeve 60, thereby weakening 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 gear blocking to be efficiently resolved and improves controllability regarding the engagement of the dog clutch. 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, thereby improving protection of the electric motor.

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

[0098] In the above embodiment, as shown in FIG. 5, the output torque T １ , T ２ The value of is set to a fixed value, but it may also be set to a variable value. For example, as the number of repetitions of the first control and the second control increases, the output torque T １ , T ２ The value of can be increased, or the frequency can be increased. In other words, the amplitude and frequency of the output torque in the push-in oscillation control can be controlled to gradually increase. Such control can further increase the possibility of eliminating the gear block. Note that the output torque T １ ~T ３ The value of may be set according to the temperature of the oil supplied to the inside of the transaxle 5 or the outside air temperature.

[0099] In the above embodiment, retry control is performed when the variable K becomes 0 or less, but the execution time of the push-in oscillating control may be used instead of the variable K. For example, retry control may be performed when the execution time of the push-in oscillating control exceeds a predetermined time. If the push-in oscillating control fails to disengage the gear block, retry control to pull in the sleeve 60 can be performed to reliably disengage the gear block and improve the controllability related to the engagement of the meshing clutch.

[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.

[0101] 1. Motor (electric motor) 2. Engine 3. Generator (electric motor) 4. Wheel 5. Transaxle 6. First clutch 7. Second clutch 8. First actuator (drive device) 9. Second actuator (drive device) 10. Control device 11. Motor shaft 12. Engine shaft 13. Generator shaft 14. First counter shaft 15. Second counter shaft 16. Wheel shaft 21. Motor gear 22. Upstream counter gear 23. First dog gear 24. First hub 25. First sleeve 26. Downstream counter gear 27. Ring gear 28. Differential device 31. Generator gear 32. Engine gear 33. Second hub 34. Second sleeve 35. Low-side dog gear 36. Low-side freewheel gear 37. High-side dog gear 38 High-side free-rotating gear 41 Low-side counter gear 42 High-side counter gear 43 Second downstream counter gear 51 First stroke sensor 52 Second stroke sensor 60 Sleeve 61 Sleeve tapered section 62 Sleeve reverse tapered section 63 Sleeve lock section 64 Sleeve base section 70 Gear 71 Gear tapered section 72 Gear reverse tapered section P １ First period P ２ Second period (neutral period) P ３ Third period (suspension period) P ４ Fourth period ０Threshold

Claims

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: 　 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. 　 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. 　 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. 　 The control device provides a predetermined stop period between the pushing rocking control and the pushing by the seat rocking control.

5. The clutch control system of claim 4. 　 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. 　 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 the clutch control system comprises:

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