Clutch control system

Abstract

This clutch control system comprises electric motors (1, 3), drive devices (8, 9), and a control device (10) for controlling the motors and devices. The electric motors (1, 3) generate output torque transmitted to sleeves (25, 34) or gears (23, 35, 37). The drive 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). The control device (10) performs push-in oscillation control for oscillating the output torque of the electric motors (1, 3) while the sleeves (25, 34) are being pushed in toward the gears (23, 35, 37) by the drive devices (8, 9). In the push-in oscillation control, first control in which the value of the output torque is increased in a positive direction within a positive range and then decreased, and second control in which the value of the output torque is increased in a negative direction within a negative range and then decreased are alternately performed.

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 from the sleeve toward the gear to drive the sleeve, and a control device that performs push-in swing control in which the drive device pushes the sleeve toward the gear while swinging the output torque of the electric motor. The push-in swing control alternates between a first control that increases and then decreases the value of the output torque in a positive direction within a positive range and a second control that increases and then decreases the value of the output torque in a negative direction within a negative range.

[0008] Aspect 2. In relation to the aspect including Aspect 1 described above, it is preferable that the control device performs retry control to retract the sleeve until the stroke of the sleeve reaches a reference position when the execution time of the push-in swing control reaches a predetermined time or more, or when the number of repetitions of the first control and the second control reaches a predetermined number or more.

[0009] Aspect 3. In the aspects including Aspect 1 above, it is preferable that the push-in swing control is started when the stroke of the sleeve from the reference position is less than a threshold value and is ended when the stroke is equal to or greater than the threshold value. It is also preferable that the control device learns a stable position where the stroke is equal to or greater than the threshold value as a fully engaged position of the sleeve with respect to the gear.

[0010] Aspect 4. In the aspects including Aspect 1 above, it is preferable that the push-in swing control is initiated when the stroke of the sleeve from the reference position is less than a threshold value and terminated when the rate of change of the stroke reaches or exceeds a predetermined rate. It is also preferable that the control device learns a stable position where the stroke is equal to or greater than the threshold value as a fully engaged position of the sleeve with respect to the gear.

[0011] Aspect 5. In the aspect including Aspect 3 or 4 above, it is preferable that the gears have a low-side dog gear and a high-side dog gear provided on the same rotation shaft. It is also preferable that the control device learns a first engagement position, which is the full engagement position of the sleeve with respect to the low-side dog gear, and a second engagement position, which is the full engagement position of the sleeve with respect to the high-side dog gear, and learns a position offset by a predetermined distance from an intermediate position between the first engagement position and the second engagement position as the new reference position.

[0012] According to the disclosed clutch control system, the occurrence of gear block can be prevented by alternately performing the first control and the second control of the pushing-in swing control. Furthermore, by performing the pushing-in swing control when gear block occurs, the sleeve can be pushed toward the gear while efficiently reducing the frictional force generated on the contact surface between the sleeve and the gear. Furthermore, when gear block occurs, there is no need to retract the sleeve to separate it from the gear, and gear block can be resolved in a short time. Therefore, controllability regarding engagement of the dog clutch can be improved.

[0013] 1 is a diagram illustrating the configuration of a clutch control system. (A) and (B) are diagrams illustrating 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 occurs. (A) and (B) are diagrams illustrating 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) is a table illustrating control performed by a control device. (B) is a graph illustrating the flow of control performed by a control device, showing the time-dependent changes in the thrust force of the drive device, the stroke of the sleeve, and the output torque of the electric motor. (B) is a flowchart relating to control performed by a control device. (C) is a flowchart relating to push-in swing control. (D) is a flowchart relating to retry control. (D) is a flowchart relating to seat swing control. (A) to (C) are diagrams illustrating the fully engaged position of a dog clutch having a low-side dog gear and a high-side dog gear. (D) is a diagram illustrating the reference position of a dog clutch having a low-side dog gear and a high-side dog gear.

[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 vehicle has a torque transmission path provided with an electric motor and drive wheels to which 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 has 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 or receive power from a 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 description will exemplify a clutch control system applied to a plug-in hybrid vehicle.

[0017] [1. Configuration] Figure 1 is a diagram showing the configuration of a clutch control system applied to a vehicle (plug-in hybrid vehicle). This vehicle is provided with a motor 1 (electric motor) as a drive source, an engine 2 (internal combustion engine), a generator 3 (electric motor), wheels 4 (drive wheels), and a transaxle 5. The drive 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 as both a speed reducer and a differential. 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 state. 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. In hybrid mode, in which the driving force of the motor 1 and the driving force of the engine 2 are used in combination, 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 clutches while the vehicle is stopped, the first clutch 6 and the second clutch 7 are each controlled to an engaged state or a disengaged state during the learning process.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] Next, a detailed description will be given of the second torque transmission path and the second clutch 7. Provided inside the transaxle 5 are 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 disposed in parallel to the engine shaft 12, and a second counter shaft 15 disposed 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] [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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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).

[0039] 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.

[0040] The sleeve reverse taper portion 62 is a portion shaped such that its circumferential dimension is greatest at the boundary with the sleeve taper portion 61 and gradually narrows toward the base end 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 of the sleeve 60 (left side in the figure). The sleeve base portions 64 are portions 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).

[0041] The gear 70 is provided with a gear tapered portion 71 and a gear reverse tapered portion 72, which are arranged in this 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 end. The tip of the gear tapered portion 71 is, for example, rounded (chamfered to round the pin corners). The gradient of the gear tapered portion 71 is set to correspond to (allow for surface contact with) the gradient of the sleeve lock portion 63, for example. The gear reverse tapered portion 72 is also shaped so that its circumferential dimension is greatest at the boundary with the gear tapered portion 71 and gradually tapers toward the base end of the gear 70 (the right side in the figure). The gradient of the gear reverse tapered portion 72 is set to correspond to (allow for surface contact with) the gradient of the sleeve reverse tapered portion 62, for example.

[0042] As shown in Fig. 2A, the disconnected state of the sleeve 60 and the gear 70 means that the sleeve 60 and the gear 70 are not in contact with each other. In this embodiment, the 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 called the fully open position (N position, reference position P Ｎ) is set as an initial value. When the control device 10 disengages the dog clutch, the drive device is controlled so that the sleeve 60 moves to the fully open position. The position (stroke) of the sleeve 60 is measured based on the fully open position. As shown in FIG. 2B, 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 in the process of moving the sleeve 60 toward the gear 70, and the sleeve 60 no longer moves.

[0043] 3A and 3B 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 on the gear 70). Torque is transmitted via these contact surfaces. The white arrows in 3A and 3B 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 3A and 3B 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.

[0044] 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.

[0045] 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 Figure 4. Known conditions can be applied to the clutch engagement condition here. The clutch engagement condition is met, for example, when the driving mode is changed or when dog clutch stroke learning is performed. Furthermore, the push-in control, push-in rocking control, and seat rocking control shown in Figure 4 are performed exclusively, for example, so that when one of the controls is being performed, the other controls are not performed.

[0046] 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.

[0047] 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 The push-in rocking control is performed when the sleeve 60 and the gear 70 are less than the predetermined value. The push-in rocking control can be performed regardless of whether or not there is a gear block between the sleeve 60 and the gear 70. For example, the push-in rocking control may be always performed instead of the push-in control as a control when the clutch is engaged, at the option of the occupant. By performing the push-in rocking control before gear block occurs, even if the sleeve tapered portion 61 and the gear tapered portion 71 come into contact with each other, the frictional force acting on the contact surface can be increased or decreased, thereby preventing gear block from occurring.

[0048] Alternatively, the push-in control may be basically performed, and the push-in swing control may be performed after the occurrence of gear block. By performing the push-in swing control when the gear block occurs, the frictional force acting between the sleeve 60 and the gear 70 changes, and the elimination of the gear block is promoted. The condition for determining the gear block is when the stroke of the sleeve 60 reaches a threshold value X ０ In the range of less than 1 / 2, the first period P remains unchanged from an arbitrary value. １ In this embodiment, when the clutch is engaged, the push-in control is performed until the gear block occurs, and the push-in swing control is performed after the gear block occurs.

[0049] 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 It is preferable that the above-mentioned conditions include when the sleeve 60 is pushed in to a certain extent or when the speed of change in the stroke of the sleeve 60 is equal to or greater than a predetermined speed. 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 (a large amount in a short period of time).

[0050] 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.

[0051] 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. ２This allows the frictional force acting between the sleeve 60 and the gear 70 to be varied, making it easier to eliminate gear lock.

[0052] 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.

[0053] The seating rocking control is performed when the stroke of the sleeve 60 is equal to or exceeds a threshold value X ０ The above state remains unchanged for a predetermined third period P ３ The seat rocking control is executed when the stop period (stop period) has elapsed (for example, when the state shown in FIG. 3A is in). In other words, the seat rocking control is executed when there is a possibility that the seating state may remain stable with the connection state incomplete after the gear block is released. The end condition of the seat rocking control is, for example, when the stroke is larger than when the seat rocking control started and a predetermined fourth period P ４ The passage of time.

[0054] The control device 10 preferably learns the stroke of the sleeve 60 in the state where the gear block is released 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 end of the push-in swing control. It is 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 the fully engaged position of the sleeve 60 when the stroke of the sleeve 60 is equal to or greater than the threshold value 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.

[0055] 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 a first engagement position, and the latter is called a 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.

[0056] The control device 10 determines the fully released position (N position, reference position P) of the second clutch 7 based on the first engagement position and the second engagement position. Ｎ ) may be learned. For example, an intermediate position between the first engagement position and the second engagement position may be learned and updated as a new fully disengaged position. Furthermore, the engagement lengths of the low-side dog gear 35 and the high-side dog gear 37 (for example, the lengths in the left-right direction 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) are not necessarily the same. Therefore, the fully disengaged position of the second clutch 7 may be determined taking into account the respective engagement lengths.

[0057] 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 midpoint 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, for example, to half the difference between the engagement length of the low-side dog gear 35 and the engagement length of the high-side dog gear 37. 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 midpoint between the first engagement position and the second engagement position is learned and updated as the new fully disengaged position. By setting the fully disengaged position in this way, the distances from the fully disengaged position to the engagement start positions of the gears 35, 37 can be made uniform.

[0058] 10A and 10B are diagrams for explaining the fully engaged positions of the second sleeve 34 with respect to each of the low-side dog gear 35 and the high-side dog gear 37. Fig. 10A shows a state in which the second sleeve 34 is fully engaged with the low-side dog gear 35. Here, the engagement length in the left-right direction between the low-side dog gear 35 and the second sleeve 34 is referred to as the low-side engagement length Q Ｌ 10A, the position (stroke) of the second sleeve 34 detected by the second stroke sensor 52 is set to the low-side fully engaged position P Ｌ (first engagement position).

[0059] 10B shows a state in which the second sleeve 34 is fully engaged with the high-side dog gear 37. Here, the engagement length in the left-right direction between the high-side dog gear 37 and the second sleeve 34 is referred to as a high-side engagement length Q Ｈ 10B, the position (stroke) of the second sleeve 34 detected by the second stroke sensor 52 is set to the high-side fully engaged position P Ｈ The control device 10 sets the low-side fully engaged position P Ｌ and high side full engagement position P Ｈ Learn about.

[0060] FIG. 10C shows the second sleeve 34 at the low-side fully engaged position P Ｌ and high side full engagement position P Ｈ Intermediate position P Ｍ 1 is a diagram showing a state in which the low-side engagement length Q Ｌ and high side engagement length Q Ｈ If they are different, the intermediate position P Ｍ However, this does not necessarily result in an appropriate position for the second sleeve 34. For example, Ｌ High side engagement length Q Ｈ 10(C), the distance from the right end of the second sleeve 34 to the end of the low-side dog gear 35 becomes large, and the distance from the left end of the second sleeve 34 to the end of the high-side dog gear 37 becomes small. Ｌ High side engagement length Q Ｈ If the distance is longer than , the relationship between these distances will be reversed.

[0061] Therefore, the control device 10 sets the low-side fully engaged position P Ｌ and high side full engagement position P Ｈ Intermediate position P Ｍ The position offset by a predetermined distance from the reference position P Ｎ The offset direction is the intermediate position P Ｍ Based on this, the low side engagement length Q Ｌ and high side engagement length Q Ｈ The offset amount R is the direction in which the shorter of the two exists. Ｌ and high side engagement length Q Ｈ However, the offset amount R may be set based on the shapes of the left and right ends of the second sleeve 34, the shape of the end of the low-side dog gear 35, the shape of the end of the high-side dog gear 37, etc.

[0062] 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 pushing control is started. In the pushing control, the driving device generates a thrust force, and the sleeve 60 is pushed toward the gear 70. As a result, the stroke of the sleeve 60 gradually increases.

[0063] During the execution of the push-in control, the stroke exceeds the threshold value X. ０ The first period P １ Time t has passed １ When the rotational speed of the sleeve 60 reaches a predetermined value, it is determined that gear blocking has occurred, and push-in swing control is initiated. In push-in swing control, the drive device continues to generate a thrust force, and the sleeve 60 is pressed against the gear 70. In addition, the electric motor oscillates the output torque, and vibrates the sleeve 60 in the rotational direction. As a result, the rotational angle of the sleeve 60 increases or decreases while the sleeve 60 remains pressed against the gear 70, and the gear blocking is easily resolved.

[0064] In the push-in swing 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 output torque T in 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.

[0065] 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.

[0066] 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 ３ Whether 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.

[0067] 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 ３The 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.

[0068] 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.

[0069] 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.

[0070] 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 X ０ and remains unchanged from any value during the first period P １ If the condition of step A4 is met, the process proceeds to the push-in swing control of Fig. 7. On the other hand, if the condition of step A4 is not met, the process proceeds to step A2, where the push-in control continues.

[0071] The flowchart in Fig. 7 relates to the push-in swing control. The variable J in the flowchart is a counter value for determining the timing to change the value of the output torque. The initial value of the variable J is J０ and the initial value J ０ The calculation is performed so that the value decreases from 0 to 0. 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 K ０ and is calculated so as to decrease toward 0 each time the first control and the second control are repeated.

[0072] In step B1, it is determined whether the variable K exceeds 0. If this condition is met, the process proceeds to step B2, and if not, the process proceeds to the retry control shown in FIG. 8. The condition in step B1 is met after the first control and the second control are repeated, for example, 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.

[0073] 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.

[0074] In step B4, the variable J is set to a predetermined value J ２ and exceeds the predetermined value J １ It is determined whether or not J ２ <J １ If this condition is met, the process proceeds to step B5. 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 for the voltage to decrease to the second period P２ After step B5, the process proceeds to step B9. On the other hand, if the condition of step B4 is not satisfied, the process proceeds to step B6.

[0075] 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 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 oscillate within a negative range. When the variable J is equal to 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.

[0076] In step B8, similarly 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 voltage to decrease from 0 to 1 is also ２ After step B8, the process proceeds to step B9.

[0077] In step B9, a predetermined value J corresponding to the control period of this flowchart is calculated. ｘ The 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, and the value of variable J is set to the initial value J. ０ Then, the process proceeds to step B12.

[0078] 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 may be any number of times as long as it is one or more.

[0079] The flowchart in Fig. 8 relates to retry control after the push-in swing control has been repeatedly performed. In the retry control, the sleeve 60 is retracted 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 for measuring the time for rotating the relative angle between the sleeve 60 and the gear 70. The initial value of the variable L is L ０ and the initial value L ０ The calculation is performed so that the count decreases from 0 to 0. The variable M is a counter value corresponding to the number of times the retry control is repeated. The initial value of the variable M is 0, and the upper limit of the number of times the retry control is allowed to be repeated is M ０ The upper limit M ０ is a predetermined value, for example, 1 or more.

[0080] In step C1, the variable M is set to the upper limit M ０ 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 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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. Ｘ is a value corresponding to the control period of this flowchart. The variable N is the initial value N ０ The time required for the voltage to decrease from 0 to 1 is the third period P ３If the condition of step D1 is not met, the process proceeds to step D4.

[0085] 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 value of the output torque 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, when the stroke is equal to or greater than a threshold value X ０ The value is within the above range and does not change from the given value during the fourth period P ４ It is determined whether the time has elapsed.

[0086] 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.

[0087] [5. Effects] (1) The clutch control system of this embodiment connects and disconnects torque transmission of a vehicle by controlling the meshing of the sleeve 60 and the gear 70. 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.

[0088] The drive device generates a thrust force in a direction from the sleeve 60 to the gear 70 to drive the sleeve 60. The control device 10 performs a push-in swing control in which the output torque of the electric motor is oscillated while pushing the sleeve 60 with the thrust force of the drive device. In this push-in swing control, 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, are alternately performed.

[0089] By oscillating the output torque value positively and negatively in this way, even if the sleeve tapered portion 61 and the gear tapered portion 71 come into contact, they are less likely to get caught, thereby preventing gear blockage. Furthermore, by performing push-in swing control when gear blockage occurs, it is possible to vary the frictional force occurring at the contact surface between the sleeve 60 and the gear 70. This allows the sleeve 60 to be pushed toward the gear while efficiently reducing the frictional force, thereby quickly resolving gear blockage. Furthermore, when gear blockage occurs, there is no need to retract the sleeve 60 to separate it from the gear 70, so gear blockage can be quickly resolved. For example, gear blockage can be resolved without immediately performing retry control immediately after gear blockage occurs. Therefore, controllability of engagement of the dog clutch can be improved.

[0090] 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.

[0091] 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.

[0092] (2) For example, as shown in FIG. 7, when the number of times that the first control and the second control in the pushing swing control are repeated reaches a predetermined number or more (when the variable K is equal to or greater than the initial value K ０The retry control is performed when the value of the gear lock is not released (when the value of the gear lock is not released and gradually decreases from 0 to 0). This prevents the push-in swing control from being repeated without any action being taken to resolve the gear lock. Furthermore, since the retry control is performed when the gear lock is not released easily, the push-in swing control can be used to deal with minor gear lock, and the retry control can be used to reliably resolve major gear lock. This further improves the controllability of the engagement of the dog clutch.

[0093] (3) The above-mentioned push-in swing control is performed, for example, at the reference position P Ｎ The stroke of the sleeve 60 from the threshold value X ０ The stroke of the sleeve 60 is initiated when the stroke is less than the threshold X ０ For example, as shown in FIG. 9, the control device 10 may operate when the stroke of the sleeve 60 is equal to or greater than a threshold value X ０ The stable position in the above state is learned as the complete engagement position of the sleeve 60 with the gear 70.

[0094] In this way, the stroke of the sleeve 60 and the threshold X ０ By referring to the magnitude relationship between the stroke of the sleeve 60 and the threshold value X, it is possible to accurately determine whether or not the gear block has been resolved. ０ By learning the stable position in the above state, it is possible to accurately grasp the state in which the sleeve lock portion 63 contacts the gear tapered portion 71 (the state in which the sleeve 60 is fully pushed in), for example, as shown in Figure 3(B). Therefore, it is possible to further improve the controllability of the engagement of the dog clutch.

[0095] (4) The above-described pushing swing control may be configured to end when the speed of change of the stroke of the sleeve 60 reaches or exceeds a predetermined speed. In this case, it is possible to accurately grasp the sudden pushing movement of the sleeve 60, which triggers the gear block to start to be resolved. In other words, when the stroke of the sleeve 60 reaches or exceeds the threshold value X ０This allows the possibility of gear lock being released to be detected at an earlier stage than the above. This further improves the controllability of engagement of the dog clutch. In addition, since the push-in swing control is more likely to end early, learning, which is performed after the push-in swing control ends, can be started early. This reduces the time from when the sleeve 60 starts moving to when learning is completed (the time required to update the fully engaged position).

[0096] (5) The gear 70 of the second clutch 7 shown in Fig. 1 includes a low-side dog gear 35 and a high-side dog gear 37 that are provided on the same rotation shaft (engine shaft 12). As shown in Figs. 10(A) and 10(B), the control device 10 determines whether the low-side fully engaged position P Ｌ (first engagement position), and a high-side complete engagement position P of the second sleeve 34 with respect to the high-side dog gear 37. Ｈ (second engagement position). In addition, as shown in FIG. 11, the control device 10 learns the low-side full engagement position P Ｌ and high side full engagement position P Ｈ Intermediate position P Ｍ The position offset by a predetermined distance (offset amount R) from the reference position P Ｎ Learn as.

[0097] By such learning, even if the engagement lengths (tooth lengths) of the low-side dog gear 35 and the high-side dog gear 37 are different, an appropriate reference position P Ｎ Therefore, it is easy to make the low-side clutch engagement time and the high-side clutch engagement time almost the same, and the controllability of engagement of the dog clutch can be further improved.

[0098] [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.

[0099] In the above embodiment, as shown in FIG. 5, the output torque T １ , T ２ However, the value of the output torque T １ , T ２ The value of the output torque T may be increased, or the frequency may be increased. In other words, the amplitude and frequency of the output torque in the pushing swing control may be controlled to gradually increase. By such control, the possibility of the gear block being resolved can be further increased. 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.

[0100] In the above embodiment, retry control is performed when the variable K becomes equal to or less than 0, but the implementation time of the push-in swing control may be used instead of the variable K. For example, retry control may be performed when the implementation time of the push-in swing control exceeds a predetermined time. By performing retry control to retract the sleeve 60 when a certain amount of time has passed without the push-in swing control being able to resolve the gear block, it is possible to reliably resolve the gear block and improve the controllability of the engagement of the dog clutch.

[0101] 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.

[0102] REFERENCE SIGNS LIST 1 Motor (electric motor) 2 Engine 3 Generator (electric motor) 4 Wheels 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 (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 throttle sensor 52 Second stroke sensor 60 Sleeve 61 Sleeve tapered portion 62 Sleeve reverse tapered portion 63 Sleeve lock portion 64 Sleeve base 70 Gear 71 Gear tapered portion 72 Gear reverse tapered portion P １ First period P ２ Second period (neutral period) P ３ Third period (suspension period) P ４ Fourth period ０ Threshold

Claims

1. A clutch control system that connects and disconnects torque transmission to a vehicle by controlling the meshing of a sleeve and a gear, comprising: an electric motor that generates output torque that is transmitted to the sleeve or the gear; a drive device that generates a propulsive force in a direction from the sleeve to the gear to drive the sleeve; and a control device that performs push-in swing control in which the drive device pushes the sleeve toward the gear and swings the output torque of the electric motor, wherein the push-in swing control alternates between a first control that increases the value of the output torque in a positive direction within a positive range and then weakens it, and a second control that increases the value of the output torque in a negative direction within a negative range and then weakens it.

2. A clutch control system as described in claim 1, characterized in that the control device performs retry control to retract the sleeve until the stroke of the sleeve reaches a reference position when the time during which the pushing-in swing control is performed exceeds a predetermined time, or when the number of times the first control and the second control are repeated exceeds a predetermined number.

3. A clutch control system as described in claim 1, characterized in that the push-in swing control is initiated when the stroke of the sleeve from the reference position is less than a threshold value and terminated when the stroke becomes equal to or greater than the threshold value, and the control device learns a stable position when the stroke is equal to or greater than the threshold value as a fully engaged position of the sleeve with respect to the gear.

4. A clutch control system as described in claim 1, characterized in that the push-in swing control is initiated when the stroke of the sleeve from the reference position is less than a threshold value and terminated when the rate of change of the stroke reaches or exceeds a predetermined rate, and the control device learns the stable position where the stroke is greater than or equal to the threshold value as the fully engaged position of the sleeve relative to the gear.

5. A clutch control system as claimed in claim 3 or 4, characterized in that the gear has a low-side dog gear and a high-side dog gear provided on the same rotation axis, and the control device learns a first engagement position which is the full engagement position of the sleeve relative to the low-side dog gear and a second engagement position which is the full engagement position of the sleeve relative to the high-side dog gear, and learns a position offset by a predetermined distance from an intermediate position between the first engagement position and the second engagement position as the new reference position.

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