JP2019078270A - Control device of transmission - Google Patents

Abstract

[PROBLEMS] To increase the resistance to operation of members in a transmission due to drag torque caused by frictional resistance of hydraulic oil, etc., while simplifying, reducing the weight, and reducing the size of a transmission. Provided is a transmission control device that can effectively prevent an in-gear time after synchronization from being lengthened. A plurality of first drive gears (43, 45, 47, 49) are not coupled to a first input shaft (IMS) as warm-up control for warming up a transmission (4). And, in a state where the rotation of the output shaft (CS) is stopped, the first power connecting / disconnecting means (C1) is fastened to rotate the first input shaft (IMS), or a plurality of second drive gears. (42, 44, 46, 48) are not connected to the second input shaft (SS), and the rotation of the output shaft (CS) is stopped. C2) is fastened to rotate the second input shaft (SS). [Selection diagram] FIG.

Description

  According to the present invention, there is provided a transmission including: a step-variable transmission for shifting the rotation of a drive source mounted on a vehicle by a driving force and outputting the same to the drive wheels; and control means for controlling the transmission. It relates to a control device.

  Conventionally, as shown in, for example, Patent Document 1, there is a multi-speed automatic transmission having a synchronizer (synchronous engagement device) as a transmission for a vehicle. In such an automatic transmission, for example, when in-gearing in a traveling gear after starting of a vehicle, the hub and blocking ring of a synchronizer of a gear other than the gear (gear) in-gear and the gear shift gear The rotation difference between dog teeth (dog splines) causes resistance (so-called drag torque) due to frictional resistance of hydraulic fluid (lubricating oil) between the hub and blocking ring and the dog teeth of the transmission gear. There is a concern that When the viscosity of the hydraulic oil is high, for example, immediately after the start of the vehicle in a low temperature environment, the drag torque may be larger. Also, in the synchronizer of the in-gear shift stage, such drag torque causes the time required for the sleeve (sleeve spline) to separate the blocking ring or dog teeth (dog spline) after synchronization of the synchronizer. There is a concern that the in-gear time (the time required for in-gear) will be long.

  In particular, when the reverse gear (reverse gear) is engaged during forward travel of the vehicle, the hubs and blocking rings of the synchronizers of the gear other than the gear in gear (gear position) rotate in the opposite direction to that during forward travel. By doing so, the above-mentioned problem of drag torque becomes remarkable.

JP, 2016-27269, A

  The present invention has been made in view of the above-mentioned point, and its object is to simplify the transmission structure, reduce the weight, and reduce the size, but at the same time, change the gear shift by the drag torque caused by the frictional resistance of the hydraulic oil. It is an object of the present invention to provide a control device for a transmission that can effectively prevent an increase in resistance to the movement of members in the aircraft and an increase in in-gear time after synchronization of the synchronizer.

  In order to solve the above problems, the control device for a transmission according to the present invention shifts the rotation of the engine output shaft (2a) by the driving force of the driving sources (2, 3) mounted on the vehicle to the driving wheel side. In a control device for a transmission including a stepped transmission (4) for outputting and control means (10) for controlling a shift by the transmission (4), the transmission (4) The first input shaft (IMS) to which the rotation of the engine output shaft (2a) is transmitted via the power connection / disconnection means (C1) and the engine output shaft (2a) via the second power connection / disconnection means (C2) A second input shaft (SS) to which rotation is transmitted, and a plurality of first shafts rotatably disposed on the first input shaft (IMS) to shift the rotation of the first input shaft (IMS) The drive gear (43, 45, 47, 49) and the second input shaft (SS) are disposed so as to be relatively rotatable. A plurality of second drive gears (42, 44, 46, 48) for shifting the rotation of (SS), a first drive gear (43, 45, 47, 49) or a second drive gear (42, 44, 46, 48) are fixed, and the first drive gear (43, 45, 47, 49) or the second drive gear (42, 44, 46, 48) is fixed. And a driven gear (53, 54, 56, 58), and one of the first drive gear (43, 45, 47, 49) and an output shaft (CS) for outputting the driving force that is changed through the gear (53, 54, 56, 58). A first transmission mechanism (GR1) comprising one or more synchronous engagement devices (83, 87) for selectively synchronously coupling the first input shaft (IMS) with a second drive gear (42, 44, 46, 46) 48) one or more of which are selectively coupled to the second input shaft (SS) selectively And the second transmission mechanism (GR2) including the synchronous engagement device (82, 86), and the control means (10) performs a plurality of first drive as warm-up control for warming up the transmission (4). The first power connecting / disconnecting means with none of the gears (43, 45, 47, 49) coupled to the first input shaft (IMS) and the rotation of the output shaft (CS) being stopped A control for fastening (C1) to rotate the first input shaft (IMS) and a plurality of second drive gears (42, 44, 46, 48) are all coupled to the second input shaft (SS). And, in a state in which the rotation of the output shaft (CS) is stopped, at least one of control for engaging the second power connecting / disconnecting means (C2) and rotating the second input shaft (SS) It is characterized by doing.

  According to the control device of the transmission according to the present invention, the hub and blocking ring of the synchronous engagement device (synchronizer) of the gear (gear) applied to the drive gear other than the drive gear to be in-geared are forcibly rotated in advance. By doing this, a rotational difference can be provided between the hub and blocking ring of the synchronous engagement device and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission (in particular, the hydraulic oil around the synchronous engagement device) is agitated and generates heat (temperature rise). The generated heat energy can reduce in advance the drag torque generated in the synchronous engagement device. Therefore, the resistance due to the friction and the like of the hydraulic oil generated inside the transmission can be reduced. Further, since the friction caused by the hydraulic fluid can be reduced by raising the temperature of the hydraulic fluid (lubricating oil), the fuel consumption of the vehicle can be improved. Further, according to the present invention, by synchronously rotating the hub and the blocking ring of the synchronous engagement device (synchronizer) of the transmission gear (gear) related to the drive gear to be engaged next time, the synchronous engagement is performed in advance. Since the drag torque generated in the device can be reduced in advance, the in-gear time (the time required for in-gear) can be shortened when in gearing the drive gear after the synchronization by the synchronous engagement device next time. .

  In addition, a structure that improves the scraping performance of the synchronous engagement device in order to shorten the in-gear time of the synchronous engagement device (for example, change the chamfer angle of the blocking ring, increase the size of the synchronous engagement device, Alternatively, it is not necessary to employ a double cone type synchronous engagement device or the like. Therefore, it is possible to suppress the complication of the structure of the synchronous engagement device and the transmission, an increase in weight, an increase in cost, an increase in external dimensions and the like.

  Further, in the control device for the transmission, the parking lock mechanism (65) operable between the restricted state for restricting the rotation of the output shaft (CS) and the released state for releasing the restricted state and the output as the shift position Axis (CS) and drive wheels (WR, WL) are driven by drive sources (2, 3) to drive the vehicle at a traveling position where the vehicle travels, and parking lock mechanism (65) in restricted state when parking lock condition is satisfied The control device (10) includes shift position switching means (33) having a position, and selectively switching the traveling position and the parking position, and shift position detection means (33) for detecting the shift position. Execute warm-up control when the shift position detected in (33) is the parking position. It may be so.

  When the shift position is in the travel position, a difference in rotation occurs between the synchronizer hub and blocking ring in the transmission and the dog teeth of the drive gear, so the lubricant in the transmission is agitated to warm up. . Therefore, it is not necessary to execute the warm-up control of the present invention. In addition, when the shift position is the neutral position (N position), when the first power connecting / disconnecting means or the second power connecting / disconnecting means is engaged to rotate the first input shaft or the second input shaft, the drag of the synchronous engagement device is generated. Since the vehicle may move due to a slight rotation of the output shaft due to torque or the like, it is not very suitable for performing the warm-up control of the present invention. On the other hand, when the shift position is P position, there is no difference in rotation between the hub and blocking ring of the synchronous engagement device and the dog teeth of the drive gear, and the output shaft (CS) Since the rotation is locked, it is desirable as the timing to execute the warm-up control of the present invention.

  Further, the control device for the transmission described above includes oil temperature detection means (34) for detecting the temperature of the hydraulic oil in the transmission (4), and an ignition switch (37) for switching on / off of the ignition. The control means (10) may execute warm-up control when the temperature of the hydraulic oil at the time of the previous ignition off is equal to or lower than a predetermined temperature.

  When the temperature of the hydraulic oil at the time of ignition off last time is equal to or lower than the predetermined temperature, there is a high possibility that the drag torque of the synchronous engagement device is increased due to the high viscosity of the hydraulic oil. Therefore, in this case, by executing the above-described warm-up control, the drag torque generated in the synchronous engagement device is reduced in advance when the transmission gear in the drive gear is engaged in the next time by the synchronous engagement device. It is desirable to keep

  Further, in the above-described transmission control device, oil temperature detection means (34) for detecting the temperature of hydraulic fluid in the transmission, outside air temperature detection means (36) for detecting the outside air temperature of the vehicle, and ignition The control means (10) is provided with an ignition switch (37) for switching off and a clock means (10) for measuring an elapsed time (soak time) from the previous ignition off to the current ignition on. Whether to perform warm-up control may be determined based on the oil temperature and the outside temperature, the temperature of the working oil at the current ignition ON, and the outside temperature, and the elapsed time from the previous ignition OFF to the current ignition ON.

  According to this configuration, the warm-up is performed based on the temperature and the outside temperature of the hydraulic oil at the time of the previous ignition off, the temperature and the ambient temperature of the hydraulic oil at the current time of the ignition on, and the elapsed time from the previous ignition off to the current ignition on. By determining whether or not to perform machine control, it is possible to appropriately determine whether warm-up control is necessary.

  Further, the control device for the transmission described above comprises rotation difference detection means (35) for detecting the rotation difference of members rotating relative to each other in the synchronous engagement device, and the control means (10) Accumulated traveling load value (M1) is calculated based on the rotation difference of the synchronous engagement device in traveling of the vehicle until off, and warm-up control is performed when the accumulated traveling load value (M1) is equal to or less than a predetermined value (M0). It is good to carry out.

Further, in the above-described transmission control device, when the control means (10) executes the warm-up control, the temperature of the hydraulic oil at the current ignition ON, the vehicle speed distribution based on the traveling of the vehicle after the current ignition ON, accumulation The duration for continuing the warm-up control may be determined based on the traveling time and / or the elapsed time from the previous ignition OFF to the current ignition ON.
The reference numerals in the above parentheses indicate the reference numerals of the corresponding components of the embodiments described later as an example of the present invention.

  According to the control device for a transmission according to the present invention, while achieving simplification, weight reduction, and miniaturization of the configuration of the transmission, the drag torque due to the frictional resistance of the hydraulic oil, etc. is used to operate the members in the transmission. It is possible to effectively prevent the increase in resistance and the increase in in-gear time of the synchronizer.

BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic which shows the structural example of the vehicle provided with the control apparatus of the transmission concerning one Embodiment of this invention. It is a skeleton diagram of the transmission shown in FIG. It is a sectional side view which shows the structure of a synchronizer. It is a figure which shows the member rotated at the time of fastening of a 2nd clutch. It is a flowchart for demonstrating the procedure of warm-up control of the transmission of this embodiment. It is a graph which shows the cumulative running load of a synchronizer. It is a flowchart for demonstrating the other procedure of warm-up control of the transmission of this embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic view showing a configuration example of a vehicle provided with a transmission control device according to an embodiment of the present invention. The vehicle 1 according to the present embodiment is a vehicle of a hybrid vehicle including an engine (internal combustion engine) 2 and a motor (electric motor) 3 as drive sources as shown in FIG. An inverter (motor control means) 20, a battery 30, a transmission (transmission) 4, a differential mechanism 5, left and right drive shafts 6R and 6L, and left and right drive wheels WR and WL. The rotational drive forces of the engine 2 and the motor 3 are transmitted to the left and right drive wheels WR, WL via the transmission 4, the differential mechanism 5 and the drive shafts 6R, 6L.

  The vehicle 1 further includes an electronic control unit (ECU) 10 for controlling the engine 2, the motor 3, the transmission 4, the differential mechanism 5, the inverter (motor control means) 20 and the battery 30. The electronic control unit 10 is configured not only as a single unit, but also, for example, an engine ECU for controlling the engine 2, a motor generator ECU for controlling the motor 3 and the inverter 20, and a battery for controlling the battery 30. The ECU may be configured of a plurality of ECUs such as an AT-ECU for controlling the transmission 4. The electronic control unit 10 of the present embodiment controls the engine 2 and also controls the motor 3, the battery 30, and the transmission 4.

  The electronic control unit 10 performs control so as to perform motor sole traveling (EV travel) using only the motor 3 as a power source according to various operating conditions, or performs engine sole travel using only the engine 2 as a power source. Control as described above, or control to perform cooperative travel (HEV travel) using both the engine 2 and the motor 3 as a power source.

  Further, in the electronic control unit 10, as control parameters, the accelerator pedal opening degree from the accelerator pedal opening degree sensor 31 for detecting the depression amount of the accelerator pedal (not shown) and the depression amount of the brake pedal (not shown) Shift position from the shift position sensor 33 to detect the shift position selected (set) by the brake pedal opening degree from the brake pedal sensor 32 to be detected, operation of the shift lever by the driver of the vehicle, etc. Operation in the transmission 4 The oil temperature from the oil temperature sensor 34 that detects the temperature (oil temperature) of oil (lubricating oil), the number of rotations of each rotation shaft in the transmission 4 such as the inner main shaft IMS, the outer main shaft OMS, and the countershaft CS The temperature from the outside air temperature sensor 36 which measures the number of rotations from the rotating shaft sensor 35 and the air temperature outside the vehicle (outside) of the vehicle Temperature), so that the various signals, such as on-off signal of the ignition switch 37 is inputted. Further, the electronic control unit 10 has a function as a clocking means for measuring an elapsed time (soak time) from when the ignition switch 37 is turned off last time to when the ignition switch 37 is turned on this time.

  The shift position detected by the shift position sensor 33 may be, for example, 4 positions of P position (parking position), D position (forward travel position), N position (neutral position), R position (reverse travel position). I can mention the type. Further, the D position may have an automatic shift mode and a manual shift mode.

  The engine 2 is an internal combustion engine that generates driving force for causing the vehicle 1 to travel by mixing fuel with air and burning it. The motor 3 functions as a motor generating a driving force for causing the vehicle 1 to travel using the electrical energy of the battery 30 when the engine 2 and the motor 3 cooperate and the motor 3 alone travels. At the same time, when the vehicle 1 decelerates, it functions as a generator that generates electric power by regeneration of the motor 3. At the time of regeneration of the motor 3, the battery 30 is charged by the electric power (regenerated energy) generated by the motor 3.

  Next, the configuration of the transmission 4 provided in the vehicle of the present embodiment will be described. FIG. 2 is a skeleton diagram of the transmission 4 shown in FIG. The transmission 4 is a parallel-shaft transmission with nine forward gears and one reverse gear, and is a dry twin clutch transmission.

  The transmission 4 includes an inner main shaft (first input shaft) IMS connected to the engine output shaft 2a of the engine 2 and the motor 3, an outer main shaft OMS forming an outer cylinder of the inner main shaft IMS, and an inner main A secondary shaft (second input shaft) SS parallel to the shaft IMS, a reverse shaft RVS, a countershaft (output shaft) CS parallel to these shafts, and an output shaft OPS connected to the differential mechanism 5 are provided.

  Of these shafts, the outer main shaft OMS is always engaged with the reverse shaft RVS and the secondary shaft SS, and the countershaft CS is further arranged to be always engaged with the differential mechanism 5 via the output shaft OPS.

  In addition, the transmission 4 includes a first clutch (first power connection and disconnection unit) C1 for an odd gear and a second clutch (second power connection and disconnection unit) C2 for an even gear. The first clutch C1 is coupled to the inner main shaft IMS. The second clutch C2 is coupled to the outer main shaft OMS and coupled to the reverse shaft RVS and the secondary shaft SS via a gear 42 fixed on the outer main shaft OMS.

  On the outer periphery of the inner main shaft IMS, the third gear drive gear 43, the fifth gear drive gear 45, the seventh gear drive gear 47, and the ninth gear drive gear 49 are sequentially from the right side (the first clutch C1 side) in FIG. The first speed drive gear 41 is disposed. The third speed drive gear 43, the fifth speed drive gear 45, the seventh speed drive gear 47, and the ninth speed drive gear 49 are rotatable relative to the inner main shaft IMS, and the first speed drive gear 41 is the inner main shaft It is fixed to IMS. Furthermore, on the inner main shaft IMS, a sleeve of a 3-5 speed synchronizer (synchronization engagement device) 83 is axially slidably provided between the 3rd speed drive gear 43 and the 5th speed drive gear 45, A sleeve of a 7-9 speed synchronizer (synchronization engagement device) 87 is provided slidably in the axial direction between the 7th speed drive gear 47 and the 9th speed drive gear 49. The gear is connected to the inner main shaft IMS by sliding the sleeve of the synchronizer (synchronizing engagement device) corresponding to the desired gear to synchronize the gear. The gears and synchronizers provided in association with the inner main shaft IMS constitute a first transmission mechanism GR1 for performing odd-numbered shifting. Each drive gear of the first transmission mechanism GR1 meshes with a corresponding driven gear provided on the counter shaft CS to rotationally drive the counter shaft CS.

  On the outer periphery of the secondary shaft SS, the second speed drive gear 42, the fourth speed drive gear 44, the sixth speed drive gear 46, and the eighth speed drive gear 48 are arranged so as to be relatively rotatable from the right in FIG. Be done. Further, on the secondary shaft SS, a sleeve of a 2-4 speed synchronizer (synchronization engagement device) 82 is axially slidably provided between the 2nd speed driving gear 42 and the 4th speed driving gear 44, and A sleeve of a 6-8 speed synchronizer (synchronizing engagement device) 86 is axially slidably provided between the 6th speed driving gear 46 and the 8th speed driving gear 48. Also in this case, the gear is connected to the secondary shaft SS by sliding the sleeve of the synchronizer (synchronization engagement device) corresponding to the desired gear to synchronize the gear. The gear and synchronizer provided in association with the secondary shaft SS constitute a second transmission mechanism GR2 for performing an even-numbered shift. Each drive gear of the second transmission mechanism GR2 also meshes with a corresponding driven gear provided on the countershaft CS to rotationally drive the countershaft CS. The gear 57 fixed to the secondary shaft SS is coupled to the gear 55 on the outer main shaft OMS, and is coupled to the second clutch C2 via the outer main shaft OMS.

  A reverse drive gear 60 is relatively rotatably disposed on the outer periphery of the reverse shaft RVS. Further, on the reverse shaft RVS, a sleeve of a reverse synchronizer (synchronization engagement device) 85 is provided slidably in the axial direction corresponding to the reverse drive gear 60, and on the gear 42 on the outer main shaft OMS. The idle gear 50 to be engaged is fixed. When the vehicle travels reversely, the synchronizer 85 is synchronized and the second clutch C2 is engaged, whereby the rotation of the second clutch C2 is transmitted to the reverse shaft RVS via the outer main shaft OMS and the idle gear 50. , Reverse drive gear 60 is rotated. The reverse drive gear 60 meshes with the gear 53 on the counter shaft CS, and when the reverse drive gear 60 rotates, the counter shaft CS rotates in the opposite direction to that at the time of forward movement. The reverse rotation of the countershaft CS is transmitted to the differential mechanism 5 via the gear 59 on the output shaft OPS.

  On the counter shaft CS, in order from the right side in FIG. 2, the 2-speed driven gear 52 meshing with the 2-speed driving gear 42, the 3-speed driven gear 53 meshing with the 3-speed driving gear 43, the 4-speed driving gear 44 and the 5-speed A fourth to fifth driven gear 54 meshing with the driving gear 45, a sixth to seventh driven gear 56 meshing to the sixth gear driving gear 46 and the seventh gear driving gear 47, and a eighth gear meshing to the eighth gear driving gear 48 and the ninth gear driving gear 49 The ninth speed driven gear 58 is fixedly arranged. Further, on the counter shaft CS, a first speed driven gear 51 meshing with the first speed driving gear 41 is provided so as to be relatively rotatable via a first speed one-way clutch mechanism 81. The engagement / non-engagement of the first speed one-way clutch mechanism 81 is switched according to the relative rotational speed of the first speed driven gear 51 (inner main shaft IMS) and the counter shaft CS. Further, the third speed driven gear 53 meshes with the gear 59 on the output shaft OPS, whereby the rotation of the countershaft CS is transmitted to the differential mechanism 5 via the output shaft OPS. In addition, a parking lock mechanism 65 is provided on the counter shaft CS. The parking lock mechanism 65 locks the counter shaft CS to the fixed side such as the transmission case when the shift position is the parking position (P position).

  In the transmission 4 of the above configuration, when the sleeve (synchro sleeve) of the 2-4 speed synchronizer 82 is slid to the right, the 2-speed drive gear 42 is coupled to the secondary shaft SS (2-speed in gear) and slides to the left Then, the fourth speed drive gear 44 is coupled to the secondary shaft SS (fourth speed in gear). When the sleeve of the 6-8 speed synchronizer 86 is slid rightward, the 6th speed drive gear 46 is coupled to the secondary shaft SS (6th speed in gear), and when it is slid leftward, the 8th speed drive gear 48 is the secondary shaft Coupled to SS (8-speed in-gear). By thus engaging the second clutch C2 while selecting an even number of drive gears, the transmission 4 is set to an even number of gears (2-, 4-, 6-, or 8-speed). Ru.

  Further, when the first speed one-way clutch mechanism 81 is in the engaged state, the first speed driven gear 51 is coupled to the counter shaft CS (first speed in gear), and the first speed is selected. On the other hand, when the sleeve of the 3-5 speed synchronizer 83 is slid rightward with the 1-speed one-way clutch mechanism 81 disengaged, the 3-speed drive gear 43 is coupled to the inner main shaft IMS, and the 3-speed shift stage Is selected (the third gear in gear) and slid leftward, the fifth gear gear 45 is coupled to the inner main shaft IMS to select the fifth gear (the fifth gear). Also, when the sleeve of the 7-9 speed synchronizer 87 is slid rightward, the 7th speed drive gear 47 is coupled to the inner main shaft IMS, and the 7th speed is selected (7th speed in gear) and slid leftward. Then, the ninth speed drive gear 49 is coupled to the inner main shaft IMS, and the ninth speed is selected (9th in gear). By engaging the first clutch C1 with the odd drive gear selected in this way, the transmission 4 is an odd gear (1st gear, 3rd gear, 5th gear, 7th gear or 9th gear) Set to

  The first clutch C1 described above, the 1, 3, 5, 7, 9-speed drive gears 41, 43, 45, 47, 49 provided on the inner main shaft IMS, and the first-speed one-way clutch mechanism 81, 3-5 speeds The synchronizer 83 and the 7-9-speed synchronizer 87 constitute a first transmission mechanism GR1 for setting the odd gear stages. Also, the second clutch C2 described above, the 2, 4, 6, 8 speed drive gears 42, 44, 46, 48 provided on the secondary shaft SS, the 2-4 speed synchronizer 82 and the 6-8 speed synchronizer The second gear shift mechanism GR2 for setting the even gear stage is configured by the control unit 86 and the control unit 86.

  In the transmission 4, when the first clutch C1 is engaged, the driving forces of the engine 2 and the motor 3 are transmitted from the first clutch C1 to the first transmission mechanism GR1 via the inner main shaft IMS. On the other hand, when the second clutch C2 is engaged, the driving forces of the engine 2 and the motor 3 are transmitted from the second clutch C2 to the second transmission mechanism GR2 on the secondary shaft SS via the outer main shaft OMS.

  Therefore, when the first clutch C1 is engaged with the first speed one-way clutch mechanism 81 engaged, the first speed is established, and the 2-4 speed synchronizer 82 is moved to the right to set the second speed drive gear 42 to the secondary shaft. When the second clutch C2 is engaged in the state of being coupled to SS, the second gear is established, and the 3-5th synchronizer 83 is moved to the right to couple the third gear drive gear 43 to the inner main shaft IMS. When one clutch C1 is engaged, the third gear is established, and the third clutch synchronizer 83 is moved leftward to engage the second clutch C2 while the fifth gear drive gear 45 is coupled to the inner main shaft IMS. Five gear stages are established. Similarly, by switching the engagement of the respective synchronizers 82, 83, 86, 87 and the first and second clutches C1, C2, it is possible to set each gear up to the ninth gear.

  When shifting up from the 1st gear side to the 9th gear side, the 2nd gear is preshifted while the 1st clutch C1 is engaged and the 1st gear is established, and the 1st clutch C1 is By releasing the engagement and engaging the second clutch C2, the second gear is established, and while the second clutch C2 is engaged and the second gear is established, the third gear is preshifted, A third gear is established by disengaging the second clutch C2 and engaging the first clutch C1. Repeat this to repeat the shift up.

  On the other hand, when downshifting from the 9th gear side to the 1st gear side, while the first clutch C1 is engaged and the 9th gear is established, the 8th gear is preshifted, and the first clutch C1 is By releasing the engagement and engaging the second clutch C2, the eighth gear is established, and while the second clutch C2 is engaged and the eighth gear is established, the seventh gear is preshifted, By disengaging the second clutch C2 and engaging the first clutch C1, an eighth gear is established, and this is repeated to shift down. As a result, uninterrupted ups and downs of the driving force become possible.

  Note that the determination of the gear position to be realized by the transmission 4 and the control for realizing the gear position (selection of the gear position in the first transmission mechanism GR1 and the second transmission mechanism GR2 (control to switch synchro), The electronic control unit (control means) 10 controls the engagement of the clutch C1 and the second clutch C2, etc. This is performed based on the target shift speed determined in accordance with the map). That is, the shift to the target gear is performed according to the driving situation including the current vehicle speed and the driver's intention.

  Here, the detailed structure of the synchronizers (synchronous engagement devices) 82, 83, 86, and 87 included in the transmission 4 will be described. The basic structure of the synchronizers (synchronous engagement devices) 82, 83, 86 and 87 is the same, so here, the 3-5 speed synchronizer 83 will be described as an example. FIG. 3 is a side sectional view showing the 3-5 speed synchronizer 83. As shown in FIG. The 3-5 speed synchronizer 83 shown in the same figure is supported by the inner main shaft IMS so as to be relatively rotatable and has dog splines (dog teeth) 43a and 45a formed on the outer periphery. And a synchro hub 130 (synchronization) having hub splines 131 (spline teeth) connected to the inner main shaft IMS between the third speed drive gear 43 and the fifth speed drive gear 45 in the axial direction and axially extending to the outer peripheral end 130a. Hub), a blocking ring 140 disposed opposite to one of the inner circumferential side surfaces 130 b in the axial direction of the synchro hub 130 and capable of frictional engagement with the third speed drive gear 43, and an axial direction of the synchro hub 130 Blocking ring 14 disposed opposite to the other inner circumferential side surface 130c of the gear and capable of frictional engagement with the fifth speed drive gear 45 And sleeve splines 151 (spline teeth) meshing with dog splines 43a and 45a, hub splines 131, and dog teeth 140a and 145a of blocking rings 140 and 145 on the inner peripheral side, and move in the axial direction on the outer periphery of the synchro hub 130 And a possibly splined synchro sleeve 150 (synchronization sleeve). The synchro sleeve 150 moves leftward and rightward along the axial direction from the neutral position shown in FIG. 3 by the sliding of a shift fork not shown. Then, by moving the synchro hub 130 (inner main shaft IMS) and the third gear drive gear 43 in synchronization by moving to the third gear position on the right, the third gear is established, and movement to the fifth gear position on the left Thus, the fifth gear is established by synchronously engaging the synchro hub 130 (inner main shaft IMS) with the fifth drive gear 45.

  Further, annular synchro springs 160 and 165 are provided on the outer circumferences of the blocking rings 140 and 145. The synchro springs 160 and 165 are parts formed of an elastic metal wire in a circular ring shape, and the synchro hub 130 and the synchro sleeve 150 in the axial direction with respect to the dog teeth 140 a and 145 a on the outer periphery of the blocking rings 140 and 145. It is installed adjacent to the side. These synchro springs 160 and 165 are provided on the dog teeth 140 a and 145 a of the blocking rings 140 and 145, the axial end face of the synchro hub 130, and the sleeve splines 151 of the synchro sleeve 150 when the synchro sleeve 150 is in the neutral position. It is in the enclosed position. When the synchro sleeve 150 slides on the 3rd speed drive gear 43 side and the 5th speed drive gear 45 side respectively, it is pressed by the sleeve spline 151 to move toward the dog teeth 140a and 145a side as shown in FIG. It is designed to be pushed out to the left and right (lower side).

  A tapered cone surface 43c is formed on the outer periphery of the boss 43b of the third speed drive gear 43 that extends to the side of the synchro hub 130. The tapered cone surface 43c is an inclined surface that is conically inclined in the axial direction. A blocking ring 140 is fitted on the outer diameter side of the tapered cone surface 43c. The blocking ring 140 is a circular annular member having a predetermined width, and on the inner peripheral surface thereof, a tapered cone surface 140c formed of a conical inclined surface slidingly in contact with the tapered cone surface 43c of the boss 43b is formed. Thus, the blocking ring 140 is configured to be frictionally engageable with the third speed drive gear 43. Further, on the outer periphery of the boss portion 45b of the fifth speed drive gear 45 that extends to the side of the synchro hub 130, a tapered cone surface 45c formed of an inclined surface which is conically inclined in the axial direction is formed. A blocking ring 145 is fitted on the outer diameter side of the tapered cone surface 45c. The blocking ring 145 is a circular annular member having a predetermined width, and on the inner peripheral surface thereof, a tapered cone surface 145c is formed which is a conical inclined surface slidingly in contact with the tapered cone surface 45c of the boss 45b. Thus, the blocking ring 145 is configured to be capable of frictional engagement with the fifth speed drive gear 45.

  In the 3-5-speed synchronizer 83 configured as described above, when the inner main shaft IMS rotates when the synchro sleeve 150 is in the neutral position, the rotation of the inner main shaft IMS corresponds to the synchro hub 130, the synchro sleeve 150 and the blocking ring 140, It is transmitted to 145 and they rotate together. On the other hand, the rotation of the inner main shaft IMS is not transmitted to the third speed drive gear 43 and its dog spline 43a, and the fifth speed drive gear 45 and its dog spline 45a. Therefore, a rotational difference occurs between the synchro hub 130 and the blocking rings 140 and 145 and the left and right dog splines 43a and 45a.

  Next, warm-up control of the transmission 4 of the present embodiment will be described. In the transmission 4 of the present embodiment, the second clutch C2 is in a state in which all the synchronizers 82 and 86 of the second transmission mechanism GR2 are in the neutral position and the rotation of the countershaft (output shaft) CS is stopped. To warm up the transmission 4 by rotating the secondary shaft SS. Hereinafter, this warm-up control will be described in detail.

  FIG. 4 is a view for explaining the internal state of the transmission 4 when the second clutch C2 is engaged. In a state where the engine output shaft 2a is rotated by the driving force of the engine 2 or the motor 3, the vehicle is stopped at the shift position P (the counter shaft CS is in the parking lock state), and the second transmission mechanism GR2 When the first and second clutches 82 and 86 are both in the neutral position (that is, all the drive gears 42, 44, 46 and 48 are off gear), the first clutch C1 is released and the second clutch C2 is engaged. As shown in FIG. 2, the rotation of the engine output shaft 2a is transmitted to the outer main shaft OMS via the second clutch C2. The rotation transmitted to the outer main shaft OMS is transmitted to the reverse shaft RVS via the gear 55 and the gear 50 to rotate the sleeve and the hub of the reverse synchronizer 85. In addition, the rotation transmitted to the outer main shaft OMS is transmitted to the secondary shaft SS via the gear 55 and the gear 57, and the hub of the 2-4 synchronizer 82 and the blocking ring integrally provided with the secondary shaft SS Rotate the hub of the-8 synchronizer 86 and the blocking ring. Due to these, in the reverse synchronizer 85, the 2-4 synchronizer 82, and the 6-8 synchronizer 86, a rotational difference occurs between the hub and the blocking ring and the dog spline (dog tooth) of the drive gear, so that the rotational difference As a result, the surrounding hydraulic oil (lubricating oil) is stirred to generate exothermic energy. The heat energy causes the oil temperature of the working oil around the synchronizers 82, 85, 86 to rise, so the drag torque of the synchronizers 82, 85, 86 can be reduced in advance.

  That is, according to the above warm-up control, the synchronizer hub and blocking ring of the transmission gear (gear) applied to the drive gear other than the drive gear to be engaged next time or the transmission gear applied to the drive gear to be engaged next time By forcing the synchronizer hub and blocking ring of the step) to rotate in advance, a rotational difference can be provided between the synchronizer hub and blocking ring and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission 4 (in particular, the hydraulic oil around the synchronizer) is agitated and generates heat (temperature rise). The generated heat energy can reduce the drag torque generated by the synchronizer in advance. Therefore, the resistance due to the friction or the like of the hydraulic oil generated inside the transmission 4 can be reduced. Further, since the friction caused by the hydraulic fluid can be reduced by raising the temperature of the hydraulic fluid (lubricating oil), the fuel consumption of the vehicle can be improved. Further, it is possible to shorten the in-gear time (the time required for the in-gear) when in-gearing the shift gear applied to the drive gear by the synchronizer.

  Next, a procedure for performing the above warm-up control will be described. FIG. 5 is a flowchart for explaining the procedure for performing warm-up control. In order to perform warm-up control, first, the temperature (oil temperature) T1 of the hydraulic oil (lubricating oil) in the transmission 4 detected by the oil temperature sensor 34 at the previous ignition OFF (IG OFF) is equal to or lower than a predetermined temperature T0 It is determined whether T1 ≦ T0) (step ST1-1). Here, the condition that the oil temperature at the previous ignition OFF is equal to or lower than the predetermined value is that the viscosity of the hydraulic oil is high when the temperature of the hydraulic oil at the previous ignition OFF is lower than the predetermined temperature. This is because there is a high possibility that the drag torque of the homogenizer is increased.

  As a result, if the temperature T1 of the hydraulic fluid is not lower than the predetermined temperature T0 (NO), the warm-up control is not performed. On the other hand, if the temperature T1 of the hydraulic fluid is lower than or equal to the predetermined temperature T0 (YES), the cumulative traveling load value M1 of the synchronizer at the previous ignition OFF (IG OFF) is lower than the predetermined value (set value) M0 (M1 ≦ M0) It is determined whether or not (step ST1-2). The method of calculating the cumulative running load value M1 will be described later. As a result, if the cumulative running load value M1 of the synchronizer is not equal to or less than the predetermined value M0 (NO), the warm-up control is not performed. On the other hand, if the cumulative traveling load value M1 of the synchronizer is equal to or less than the predetermined value M0 (YES), it is determined whether the shift position detected by the shift position sensor 33 is the parking position (P position) (step ST1-). 3).

  Here, the reason for determining that the shift position is the parking position is as follows. That is, when the shift position is a travel position such as a D (forward travel) position or an R (reverse travel) position, a differential rotation occurs in the synchronizer, so warming up is performed and the drag torque of the synchronizer is reduced. There is no need to execute the warm-up control of this embodiment. Therefore, the warm-up control of the present embodiment is performed only when the shift position is the P position (non-traveling position). In addition, when the shift position is N (Neutral), if the second clutch C2 is engaged to rotate the secondary shaft SS, the vehicle may move due to the countershaft CS rotating slightly due to the drag torque of the synchronizer etc. Because there is a shift position that is not like that, it is limited to the case of the P position.

  As a result, if it is determined in step ST1-3 that the shift position is not the P position (NO), warm-up control is not performed. On the other hand, if the shift position is the P position (YES), it is determined whether all the shift stages of the second transmission mechanism GR2 are in the off gear state (step ST1-4). The off-gear state of the gear here means that the sleeves of the synchronizers 82 and 86 of each gear are in the neutral position, and none of the drive gears are in gear. As a result, if all the gear stages of the second transmission mechanism GR2 are not in the off gear state, that is, if at least one of the gear stages is in the gear state (NO), warm-up control is not performed. On the other hand, if all the shift stages of the second transmission mechanism GR2 are in the off gear state (YES), warm-up control is started (step ST1-5). Specifically, the secondary shaft SS (and reverse shaft RVS) is forcibly rotated by releasing the first clutch C1 and engaging the second clutch C2.

  Thereafter, it is determined whether or not a predetermined time t1 has elapsed from the start of the warm-up control (step ST1-6). The predetermined time t1 here can be determined based on, for example, the traveling state of the vehicle before and after the ignition on (start) this time. In addition, the traveling state referred to here is the temperature of the hydraulic oil at the time of ignition on this time, the vehicle speed distribution based on the traveling of the vehicle after ignition on this time, the cumulative traveling time of the vehicle after ignition on this time, the current ignition from the previous ignition off It may include at least one of the elapsed time until on (soak time).

  As a result, the warm-up control is continued until the predetermined time t1 elapses in step ST1-6 (NO), and when the predetermined time t1 elapses (YES), the warm-up control is ended (step ST1-7). Specifically, the second clutch C2 which has been engaged until then is released. Thereby, thereafter, the rotation of the engine output shaft 2a is not transmitted to the secondary shaft SS (and the reverse shaft RVS, hereinafter the same), and the rotation of the secondary shaft SS is stopped.

  Here, the calculation of the above-mentioned cumulative traveling load value M1 will be described. FIG. 6 is a diagram showing the cumulative traveling load value during traveling from the previous ignition on of the vehicle to the previous ignition off (traveling in one drive cycle), and the horizontal axis of the graph in the same figure is from the previous ignition on (IG ON) The elapsed time t until the previous ignition OFF (IG OFF), the vertical axis is the cumulative running load value M1 of the synchronizer. The cumulative running load value M1 of the synchronizer is calculated based on the differential rotation of the synchronizer (the differential rotation of the hub and blocking ring and the dog teeth of the drive gear) and the elapsed time in the state where the differential rotation occurs. Ru. The differential rotation of the synchronizer is calculated from the detection value of the rotation axis sensor 35. Then, as described above, it is determined whether the warm-up control is to be performed depending on whether the accumulated traveling load value M1 is equal to or less than a predetermined value (threshold value) M0. That is, if the accumulated running load value M1 is equal to or less than the predetermined value (threshold) M0 (L1), it can be determined that the drag torque of the hydraulic oil in the transmission 4 is large. When the value M1 is larger than the predetermined value (threshold) M0 (L2), it can be determined that the drag torque of the hydraulic fluid in the transmission 4 is small, so the warm-up control is not executed.

  Next, another procedure for performing the above warm-up control will be described. FIG. 7 is a flowchart for explaining another procedure for performing warm-up control. The procedure shown in FIG. 7 is different from the procedure shown in FIG. 5 only in that step ST1-1 is changed to step ST1-1 ′ of other contents, and the contents of the other steps are the same. . That is, in the procedure shown in FIG. 5, while it has been determined in step ST1-1 whether or not the temperature T1 of the hydraulic oil at the previous ignition off time is equal to or less than the predetermined value T0, in the procedure shown in FIG. In step ST1-1 ', it is determined whether or not the drag torque Q1 of the synchronizer at the time of the previous ignition off is equal to or less than a predetermined value Q0 (Q1 ≦ Q0). The drag torque Q1 of the synchronizer here is the temperature of the hydraulic fluid at the previous ignition off, the outside temperature, the temperature of the hydraulic fluid at the current ignition on, the ambient temperature, the elapsed time from the previous ignition off to the current ignition (Soak It is a value calculated based on time). The drag torque Q1 is, for example, the drag torque estimation map for each soak state in advance by the detection value (oil temperature) of the oil temperature sensor at the previous ignition off time, the detection value of the outside air temperature sensor (outside air temperature) and the soak time. Can be created by verification (actual machine verification) based on the actual operation of the transmission, and can be a value calculated from the map.

  Then, in step ST1-1 'in FIG. 7, if the calculated drag torque Q1 of the synchronizer is not equal to or less than the predetermined value Q0 (NO), warm-up control is not performed, and the drag torque Q1 is equal to or less than the predetermined value Q0. If it is (YES), warm-up control is performed.

  In the transmission 4 of the present embodiment, when in gearing to the transmission gear immediately after the start of the vehicle, etc., the hub and blocking ring of the synchronizer of the gear other than the gear (gear) to be in gear and the transmission gear The rotation difference with the dog teeth causes a large resistance (so-called drag torque) due to the frictional resistance of the hydraulic oil (lubricating oil) between the hub and the blocking ring and the dog teeth of the drive gear. I have a concern. Furthermore, in the low temperature environment, when the viscosity of the hydraulic oil is high, the drag torque may be larger. Moreover, in the synchronizer of the in-gear shift stage (gear stage), there is a concern that the time required for the sleeve to separate the blocking ring or dog after synchronization is increased, and the time required for the in-gear is extended.

  In particular, when the reverse gear (reverse gear) is engaged during forward travel of the vehicle, the hubs and blocking rings of the synchronizers of the gear other than the gear in gear (gear position) rotate in the opposite direction to that during forward travel. By doing so, the above-mentioned problem of drag torque becomes remarkable.

  In the structure of the transmission 4 of the present embodiment, the in-gear time of the reverse gear is mainly a problem as described above, but the in-gear time is also delayed due to the drag torque even in the in-gear of the forward gear. is there. For example, at the time of forward shift, synchronization of the synchronizer to reduce the number of revolutions higher than the number of revolutions of engine 2 (engine output shaft 2a) to a lower number of revolutions, and the number of revolutions lower than the number of revolutions of engine 2 (engine output shaft 2a) Although there is synchronization of the synchronizer which pulls up from a number to a high rotation speed, the latter generally requires a longer time for in-gear (synchronous engagement). With regard to the reverse gear in-gear, due to the structure of the transmission 4, the drag torque at the reverse synchronizer 85 having the reverse drive gear 60 rotating in reverse to the rotation of the engine 2 (engine output shaft 2a) tends to be relatively large. Therefore, this is listed as the main problem to be solved by the present invention.

  And in order to cope with the above-mentioned subject, in a control device of transmission 4 of this embodiment, warm-up control explained previously is carried out. By carrying out this warm-up control, the hub and blocking ring of the synchronous engagement device (synchronizer) of the transmission gear (gear) applied to the drive gear other than the drive gear to be in-geared are forcibly rotated in advance. A rotational difference can be provided between the synchronizer hub and blocking ring and the dog teeth of the drive gear. As a result, the hydraulic oil in the transmission (in particular, the hydraulic oil around the synchronizer) is agitated and generates heat (temperature increase). The generated heat energy can reduce in advance the drag torque generated by the synchronizer. Therefore, the resistance due to the friction and the like of the hydraulic oil generated inside the transmission can be reduced. Further, since the friction caused by the hydraulic fluid can be reduced by raising the temperature of the hydraulic fluid (lubricating oil), the fuel consumption of the vehicle can be improved. In addition, by forcibly rotating in advance the synchronizer hub and blocking ring of the shift stage (gear stage) applied to the drive gear to be in-geared, the in-gear time for in-gearing the shift stage applied to the drive gear by the synchronizer (Time required for in gear) can be shortened.

  In addition, a structure that improves the scraping performance of the synchronizer to shorten the in-gear time after synchronization of the synchronizer (for example, change the chamfer angle of the blocking ring, increase the size of the synchronous engagement device, or There is no need to employ a double cone type synchronous engagement device etc.). Therefore, it is possible to suppress the complication of the structure of the synchronizer and the transmission 4, an increase in weight, an increase in cost, an increase in outer dimensions, and the like.

  In the warm-up control of this embodiment, the drag torque generated particularly by the synchronizer in a low temperature environment is large, so when soaking in a low temperature environment for a long time, the shift position switching operation performed after the ignition is turned on (P → The main purpose is to reduce the drag torque at in-gear in the shift position switching such as R → D or P → D → R. For example, if the driver of the vehicle makes low-speed travel within a few minutes after the ignition is turned on and then makes a U-turn, the effect of drag torque accompanying switching of shift positions such as D → R → D causes R to There is a possibility that the response delay of the in-gear will be remarkable. In addition, it is also conceivable that a response delay affects the shift to the D position. Therefore, it can be expected that the warm-up control of this embodiment is most effective by performing it for several minutes immediately after the start of the vehicle after the soak.

  Also, when soaking again, if the outside air temperature is low, it is conceivable that the drag torque of the synchronizer rises again. Therefore, it is possible to determine what value the drag torque of the synchronizer is by monitoring the accumulated running load value before resoak and monitoring the resoak state (estimated from the outside temperature, time, etc.) You need to keep it.

  In the transmission 4 of the present embodiment, the first speed driven gear 51 meshing with the first speed drive gear 41 fixed to the inner main shaft IMS in the first transmission mechanism GR1 is countershaft CS via the first speed one way clutch mechanism 81. Connected to The first speed one-way clutch mechanism 81 has a structure in which the first speed drive gear 41 can not be completely turned off. Therefore, the above warm-up control can not be performed by the first transmission mechanism GR1 (engagement of the first clutch C1), and can be performed only by the second transmission mechanism GR2 (engagement of the second clutch C2). However, although illustration and detailed description will be omitted, instead of the configuration provided with the above-described one-speed one-way clutch mechanism 81, the one-speed drive gear also has a structure provided with the same synchronizer as drive gears for other odd gear stages. Thus, if the first speed drive gear 41 can be completely turned off, the warm-up control of the present invention can be performed even with the first transmission mechanism GR1 (engagement of the first clutch C1). In that case, all drive gears of the first transmission mechanism GR1 are turned off, and in this state, the first clutch C1 is engaged and the second clutch C2 is released. As a result, by forcibly rotating the inner main shaft IMS and the drive gear fixed thereto, it is possible to cause a difference in rotation in components of the synchronizer of the first transmission mechanism GR1. Furthermore, in the transmission of this configuration, the drive gear of the first transmission mechanism GR1 and the drive gear of the second transmission mechanism GR2 are all off geared, and in that state, both the first clutch C1 and the second clutch C2 are engaged. Thus, the warm-up control of the present invention can be performed by both the first transmission mechanism GR1 and the second transmission mechanism GR2.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications may be made within the scope of the claims and the technical idea described in the specification and the drawings. It is possible.

2 Engine (drive source)
2a Engine output shaft 3 motor (drive source)
4 Transmission (automatic transmission)
5 Differential Mechanism 6R, 6L Drive Shaft 10 Electronic Control Unit (ECU: Control Means, Timekeeping Means)
20 inverter 30 battery 31 accelerator pedal opening sensor 32 brake pedal sensor 33 shift position sensor (shift position detection means)
34 Oil temperature sensor (oil temperature detection means)
35 Rotational axis sensor (rotational difference detection means)
36 Outside temperature sensor (outside temperature detection means)
37 Ignition switch 41 to 49, 60 Drive gear 50 Idle gear 51 to 54, 56, 58 Followed gear 55, 57, 59 Gear 81 1-speed one-way clutch mechanism 82 2-4 speed synchronizer (synchronous engagement device)
83 3-5 speed synchronizer (synchronous engagement device)
85 Reverse Synchronizer (Synchronous engagement device)
86 6-8 speed synchronizer (synchronous engagement device)
87 7-9 speed synchronizer (synchronous engagement device)
130 Synchro hub 131 Hub spline 140 Blocking ring 140a Dog tooth 145 Blocking ring 145a Dog tooth 150 Synchro sleeve 151 Sleeve spline C1 First clutch (first power connection and disconnection means)
C2 Second clutch (second power connecting and disconnecting means)
CS counter shaft (output shaft)
GR1 First transmission mechanism GR2 Second transmission mechanism IMS Inner main shaft (first input shaft)
OMS Outer main shaft OPS Output shaft RVS Reverse shaft SS Secondary shaft (second input shaft)
WR, WL drive wheel

Claims (6)

A stepped transmission configured to shift the rotation of an engine output shaft by the driving force of a drive source mounted on a vehicle and output the same to the drive wheels;
A control device for a transmission, comprising: control means for controlling a shift by the transmission;
The transmission is
A first input shaft to which rotation of the engine output shaft is transmitted via a first power connection / disconnection means;
A second input shaft to which the rotation of the engine output shaft is transmitted via a second power connection / disconnection means;
A plurality of first drive gears disposed on the first input shaft so as to be capable of relative rotation and for shifting the rotation of the first input shaft;
A plurality of second drive gears disposed on the second input shaft so as to be capable of relative rotation and for shifting the rotation of the second input shaft;
A plurality of driven gears engaged with the first drive gear or the second drive gear is fixed, and an output for outputting a driving force shifted through the first drive gear or the second drive gear and the driven gear. Axis,
A first transmission mechanism comprising one or more synchronous engagement devices for selectively synchronously coupling any one of the first drive gears to the first input shaft;
A second transmission mechanism comprising one or more synchronous engagement devices for selectively synchronously coupling any one of the second drive gears to the second input shaft;
The control means is a warm-up control for warming up the transmission.
In the state where none of the plurality of first drive gears are coupled to the first input shaft and the rotation of the output shaft is stopped, the first power connecting / disconnecting means is fastened to Control to rotate one input axis,
In a state in which none of the plurality of second drive gears are coupled to the second input shaft and the rotation of the output shaft is stopped, the second power connecting and disconnecting means is fastened to A control device for a transmission, which performs at least one of control to rotate two input shafts. A parking lock mechanism operable between a restricted state which restricts the rotation of the output shaft and a released state which releases the restricted state;
The shift position includes a travel position where the output shaft and the drive wheel are driven by the drive source to travel the vehicle, and a parking position where the parking lock mechanism is in the restricted state when a parking lock condition is satisfied. Shift position switching means for selectively switching between the traveling position and the parking position;
Shift position detection means for detecting the shift position;
The control device for the transmission according to claim 1, wherein the control device executes the warm-up control when the shift position detected by the shift position detection means is the parking position. Oil temperature detection means for detecting the temperature of hydraulic fluid in the transmission;
And an ignition switch for switching the ignition on / off,
The control device for a transmission according to claim 1 or 2, wherein the control means executes the warm-up control when the temperature of the hydraulic fluid at the time of ignition off last time is equal to or lower than a predetermined temperature. Oil temperature detection means for detecting the temperature of hydraulic fluid in the transmission;
Outside temperature detection means for detecting the outside temperature of the vehicle;
An ignition switch that switches the ignition on and off,
And a clocking means for measuring the elapsed time from the previous ignition off to the current ignition on,
The control means is based on the temperature and the outside temperature of the hydraulic fluid at the time of the previous ignition off, the temperature and the ambient temperature of the hydraulic oil at the present ignition on, and the elapsed time from the previous ignition off to the current ignition on. 3. The transmission control system according to claim 1, wherein it is determined whether or not warm-up control is to be performed. A rotational difference detecting means for detecting a rotational difference of members rotating relative to each other in the synchronous engagement device;
The control means calculates an accumulated traveling load value based on a rotation difference of the synchronous engagement device in traveling of the vehicle from the previous ignition ON to the previous ignition OFF, and the accumulated traveling load value is equal to or less than a predetermined value. The control device for a transmission according to claim 3 or 4, wherein the warm-up control is performed. The control means, when executing the warm-up control, the temperature of the hydraulic oil at the current ignition ON, the vehicle speed distribution based on the traveling of the vehicle after the current ignition ON, the cumulative traveling time, the previous ignition OFF to the current ignition ON The control device for the transmission according to any one of claims 3 to 5, wherein a duration for continuing the warm-up control is determined based on at least one of elapsed times.