JP2004050891A - Shift control device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device and method for preventing a creaking gear in implementing gear-in by engaging a clutch and increasing auxiliary shaft rotation temperature when the auxiliary shaft rotation speed is below a target auxiliary shaft rotation speed. <P>SOLUTION: This device controls a transmission 3 comprising a gear step 18 not having a synchronizing mechanism. When rotation speed of the auxiliary shaft 32 side is higher than that of the main spindle 33 side, the auxiliary shaft 32 is braked by an auxiliary shaft braking means 27 for gear-in. When the auxiliary shaft rotation speed is below the target auxiliary shaft rotation speed, the clutch 2 is engaged and rotation speed of the auxiliary shaft 32 is increased to or above the target auxiliary shaft rotation speed, and then the clutch 2 is operated to be separated, and gear-in is prohibited during a time period of moving of the clutch 2 toward a predetermined position for separation. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a shift control device and a shift control method for controlling a shift of a transmission having a non-synchronized gear without a mechanical synchronization mechanism.
[0002]
[Prior art]
2. Description of the Related Art In recent years, in order to reduce the number of parts and cost in a transmission for a vehicle, a mechanical synchronizing mechanism has been omitted, and instead, a synchronizing control has been performed to achieve synchronization at the time of shifting (gear-in). Has been done.
[0003]
For example, in a two-shaft transmission having a main shaft linked to the wheel side and a sub shaft linked to the engine and the clutch side, the rotational speed of the sub shaft side in the gear position of the shift destination, such as during downshifting, Is lower than the rotational speed of the main shaft, the double clutch control is executed. That is, while the clutch is disengaged and the gear is disengaged, the target countershaft speed required for synchronizing the main shaft side and the countershaft side is calculated, and the engine speed is set to a value corresponding to the target countershaft speed. The fuel injection control of the engine is executed so that the number becomes equal to the number. Thereafter, the clutch is temporarily engaged to increase the countershaft rotation speed to the target countershaft rotation speed to synchronize the main shaft side and the countershaft side. Therefore, the clutch is disengaged again and gear-in is performed.
[0004]
It should be noted that the “rotation speed” referred to in this specification is a value in units of rotation speed per unit time, for example, rpm, and corresponds to a rotation speed.
[0005]
On the other hand, when the rotation speed on the countershaft side is higher than the rotation speed on the main shaft side at the gear position of the shift destination, such as when shifting up, the countershaft brake control (hereinafter referred to as CSB control) is performed. Execute. That is, while the clutch is disengaged and the gear is disengaged, the target countershaft rotation speed required for synchronizing the main shaft side and the countershaft side is calculated, and the countershaft brake means provided on the countershaft is used. The sub-shaft is decelerated and braked to the target sub-shaft rotation speed, and the gear-in is executed by synchronizing the main shaft side and the sub-shaft side.
[0006]
[Problems to be solved by the invention]
By the way, when the braking force by the sub-shaft braking means is too large, or when the gear-in fails once and the gear-in is attempted again, the rotation speed of the sub-shaft may be lower than the target sub-shaft rotation speed. is there. In particular, when the oil temperature of the vehicle is low, such a phenomenon is likely to occur because the viscosity of the oil in the transmission is high and the resistance to rotation of the countershaft is large.
[0007]
Therefore, conventionally, when the rotation speed of the sub-shaft falls below the target sub-shaft rotation speed, the clutch is temporarily engaged to increase the sub-shaft rotation speed to the target sub-shaft rotation speed to perform gear-in.
[0008]
This will be described with reference to FIG. The upper side of the figure shows the connection / disconnection state of the clutch, and the lower side shows the rotational speed of the output shaft (input shaft of the transmission) of the clutch linked to the sub shaft.
[0009]
First, when there is a shift instruction signal at time t1, the clutch is operated to the disengaged side. Then, when the clutch moves to the disengagement side to a position P1 where the clutch enters the half-clutch region, the gear release of the transmission is started (time t2).
[0010]
On the other hand, a target sub-shaft speed required for synchronizing the main shaft side and the sub-shaft side in the gear position of the shift destination is calculated, and a target clutch output shaft speed X corresponding to the target sub-shaft speed is calculated. . Then, when the clutch moves to the disengagement side until P1 (time t2), the sub-shaft brake is operated to decelerate and brake the sub-shaft. Therefore, the clutch output shaft that is linked to the sub shaft also naturally decelerates.
[0011]
Here, it is assumed that, as shown at time t3, the clutch output shaft rotation speed falls below the target clutch output shaft rotation speed X due to, for example, excessive braking by the sub shaft brake means. That is, this is a case where the rotation speed of the sub shaft has fallen below the target sub shaft rotation speed.
[0012]
In this case, the clutch is immediately operated to the contact side. When the clutch starts to be engaged, the driving force of the engine is transmitted to the clutch output shaft and the sub shaft, and the rotation speed increases. Then, when the clutch output shaft speed is synchronized with the target clutch output shaft speed X, gear-in is executed (time t4).
[0013]
However, when such conventional shift control is executed, a gear noise may occur in the transmission at the time of gear-in (time t4). The reasons are as follows.
[0014]
▲ 1 ▼. Since the clutch is engaged when the gear is engaged, the driving force (load) of the engine is transmitted to the destination gear, and the resistance when the sleeve is put into the dog on the synchronized side is large, making it difficult to achieve synchronization.
[0015]
▲ 2 ▼. Since no mechanical braking force acts on the engine side, the rate of deceleration of the engine speed is smaller than that of the clutch output shaft as shown by the dotted line Y in FIG. Therefore, the difference between the engine speed and the clutch output shaft speed when the clutch is engaged at time t3 may be large. As a result, when the clutch is engaged, the clutch output shaft and the countershaft are accelerated with relatively large acceleration, which also causes an increase in resistance when the sleeve is put into the dog.
[0016]
Accordingly, it is an object of the present invention to provide a gearshift that prevents gear noise when engaging the clutch to increase gear speed when the subshaft rotation speed falls below the target subshaft rotation speed. It is to provide a control device and a method.
[0017]
[Means for Solving the Problems]
In order to achieve the above object, the present invention comprises a main shaft linked to the wheel side and a sub shaft linked to the engine and the clutch side, and synchronizes the main shaft side and the sub shaft side in the gear position of the shift destination during gear shifting. For controlling the speed change of a transmission having a non-synchro gear stage having no mechanical synchronizing mechanism for shifting gears to the non-synchro gear stage, and When the rotation speed on the shaft side is higher than the rotation speed on the main shaft side, a target sub shaft rotation speed required for synchronizing the main shaft side and the sub shaft side is calculated, and the clutch is disengaged to perform gear disengagement. A gear shift control device for reducing the speed of the sub-shaft to the target sub-shaft rotation speed by a sub-shaft braking means provided on the sub-shaft to perform gear-in, wherein the rotation speed of the sub-shaft is the target sub-shaft. Shaft rotation speed down In this case, the clutch is brought into contact with the clutch, the rotational speed of the sub shaft is increased to the target sub shaft rotational speed or more, and then the clutch is operated again to the disengaged side, and the clutch is disengaged to the preset position. The gear-in is prohibited until the vehicle moves, and thereafter, the gear-in is performed when the rotation speed of the sub shaft is reduced and synchronized with the target rotation speed of the sub shaft.
[0018]
Here, after the clutch moves to the disengaged side to the set position, gear-in may be prohibited until a predetermined period has elapsed.
[0019]
Further, after the clutch has moved to the disengagement side to a preset position, the sub shaft may be decelerated and braked by the sub shaft braking means.
[0020]
Further, there is provided means for calculating an output shaft rotation speed of the clutch corresponding to the target sub shaft rotation speed, and comparing a difference between the calculated clutch output shaft rotation speed and an actual engine rotation speed, wherein the difference is a predetermined value. When the value is smaller than the value, the gear-in prohibition is not executed, and the gear-in may be performed when the rotational speed of the sub shaft is increased by engaging the clutch and synchronized with the target sub-shaft rotational speed.
[0021]
Further, the present invention provides a mechanical synchronizing mechanism that includes a main shaft linked to the wheel side and a sub shaft linked to the engine and the clutch side, and synchronizes the main shaft side and the sub shaft side in the gear position of the shift destination during gear shifting. This is a method of controlling the speed change of a transmission having a non-synchro gear stage having no mechanism.When the speed is shifted to the non-synchro gear stage, the rotational speed of the countershaft side at the gear stage of the shift destination is controlled. When the rotation speed is higher than the rotation speed of the main shaft side, a target sub shaft rotation speed required for synchronizing the main shaft side and the sub shaft side is calculated, the clutch is disengaged, and the gear is disengaged. A speed reduction control method for performing gear-in by decelerating and braking the sub-shaft to the target sub-shaft rotation speed by the sub-shaft braking means provided in the vehicle, wherein the rotation speed of the sub-shaft is lower than the target sub-shaft rotation speed. In the case After the rotation of the sub shaft has been increased to the target sub shaft rotation speed or higher by contacting the clutch, the clutch is operated again to the disengaged side, and the clutch is moved to the disengaged side to a preset position. Gear-in is prohibited, and thereafter, the gear-in is performed when the sub-shaft rotation speed decreases and synchronizes with the target sub-shaft rotation speed.
[0022]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
[0023]
The present embodiment is applied to the automatic transmission disclosed by the present applicant in Japanese Patent Application Laid-Open No. 2001-263472. First, the outline of the automatic transmission will be described.
[0024]
FIG. 1 shows an automatic transmission for a vehicle according to the present embodiment. Here, the vehicle is a tractor for towing a trailer, and the engine is a diesel engine. As shown in the figure, a transmission 3 is mounted on an engine 1 via a clutch 2, and an output shaft 4 (see FIG. 2) of the transmission 3 is connected to a propeller shaft (not shown) to drive rear wheels (not shown). It is supposed to. The engine 1 is electronically controlled by an engine control unit (ECU) 6. That is, the ECU 6 reads the current engine speed and the engine load from the outputs of the engine rotation sensor 7 for detecting the number of revolutions of the engine and the accelerator opening sensor 8 for detecting the accelerator opening. The electronic governor 1d of the injection pump 1a is controlled to control the fuel injection timing and the fuel injection amount. On the other hand, while the transmission 3 is shifting, the engine control is executed based on the pseudo accelerator opening which is processed by the ECU 6 independently of the actual accelerator opening detected by the accelerator opening sensor 8. This is particularly necessary in the double clutch control described later.
[0025]
As shown in FIG. 2, a flywheel 1b is attached to the crankshaft of the engine, a ring gear 1c is formed on the outer periphery of the flywheel 1b, and the engine rotation sensor 7 outputs a pulse each time a tooth of the ring gear 1c passes, The ECU 6 counts the number of pulses per unit time to calculate the engine speed.
[0026]
As shown in FIG. 1, here, the clutch 2 and the transmission 3 are automatically controlled based on a control signal of a transmission control unit (TMCU) 9. That is, such an automatic transmission is provided with an automatic clutch device and an automatic transmission. The ECU 6 and the TMCU 9 are connected to each other via a bus cable or the like, and can communicate with each other.
[0027]
As shown in FIG. 2, the clutch 2 is a mechanical friction clutch, and includes a flywheel 1b serving as an input side, a driven plate 2a serving as an output side, and a pressure plate 2b that frictionally contacts or separates the driven plate 2a from the flywheel 1b. Consists of The clutch 2 operates the pressure plate 2b in the axial direction by the clutch actuator 10 (see FIG. 1), and is basically automatically connected and disconnected, so that the burden on the driver can be reduced. On the other hand, in order to enable a delicate clutch work at the time of a very low-speed back and a sudden disconnection of the clutch in an emergency, a manual connection / disconnection by the clutch pedal 11 (see FIG. 1) is also possible here. This is a configuration of a so-called selective auto clutch. As shown in FIG. 1, a clutch stroke sensor 14 for detecting the clutch position (ie, the position of the pressure plate 2b) and a clutch pedal stroke sensor 16 for detecting the position (depressed amount) of the clutch pedal 11 are provided. Connected to.
[0028]
As shown in FIG. 3, the clutch actuator (clutch booster) 10 is connected to the air tank 5 through two systems of pneumatic passages a and b shown by solid lines, and operates with pneumatic pressure supplied from the air tank 5. One passage a is for automatic clutch connection / disconnection, and the other passage b is for clutch manual connection / disconnection. One passage a is branched into two branches, one of which is provided with solenoid valves MVC1 and MVC2 for automatic connection / disconnection in series, and the other is provided with an emergency solenoid valve MVCE. A double check valve DCV1 is provided at the junction. A hydraulically operated valve 12 attached to the clutch actuator 10 is provided in the other passage b. A double check valve DCV2 is also provided at the junction of the two passages a and b. The double check valves DCV1 and DCV2 are differential pressure operated three-way valves.
[0029]
The solenoid valves MVC1, MVC2 and MVCE are ON / OFF controlled by the TMCU 9, and when ON, the upstream side communicates with the downstream side, and when OFF, the upstream side is shut off and the downstream side is opened to the atmosphere. First, describing the automatic side, the solenoid valve MVC1 is simply turned ON / OFF in accordance with ON / OFF of the ignition key. The ignition key is turned off, that is, turned off when the vehicle is stopped, and the air pressure from the air tank 5 is shut off. The solenoid valve MVC2 is a proportional control valve and can freely control the supply or discharge air amount. This is for controlling the connection / disconnection speed of the clutch. When the solenoid valves MVC1 and MVC2 are both ON, the air pressure of the air tank 5 switches between the double check valves DCV1 and DCV2 and is supplied to the clutch actuator 10. Thereby, the clutch is disconnected. When the clutch is connected, only the MVC 2 is turned off, whereby the air pressure of the clutch actuator 10 is discharged from the MVC 2 and the clutch is connected.
[0030]
However, if an abnormality occurs in the solenoid valve MVC1 or MVC2 while the clutch is disconnected and either of them is turned off, the clutch is suddenly engaged against the driver's intention. Therefore, when such an abnormality is detected by the abnormality diagnosis circuit of the TMCU 9, the solenoid valve MVCE is immediately turned on. Then, the pneumatic pressure that has passed through the solenoid valve MVCE is supplied to the clutch actuator 10 by switching the double check valve DCV1 in the reverse direction, the clutch disconnection state is maintained, and sudden clutch engagement is prevented.
[0031]
Next, the manual side will be described. Hydraulic pressure is supplied / discharged from the master cylinder 13 in response to the depression / return operation of the clutch pedal 11, and this hydraulic pressure is supplied to the hydraulic actuation valve 12 via a hydraulic passage 13a indicated by a broken line. As a result, the hydraulic valve 12 is opened / closed, air pressure is supplied / discharged to / from the clutch actuator 10, and manual connection / disconnection of the clutch 2 is performed. When the hydraulic valve 12 is opened, the air pressure passing therethrough switches the double check valve DCV2 to reach the clutch actuator 10. When the automatic connection / disconnection of the clutch 2 and the manual connection / disconnection interfere with each other, the manual connection / disconnection is prioritized.
[0032]
As shown in detail in FIG. 2, the transmission 3 is basically a constant-mesh type multi-stage transmission having a main shaft (main shaft) 33 and a sub shaft (counter shaft) 32. The transmission 3 has 16 forward gears and 2 reverse gears. Speed change is possible. The transmission 3 includes a main gear 18 and a splitter 17 and a range gear 19 as auxiliary transmissions on its input side and output side, respectively. Then, the engine power transmitted to the input shaft 15 (the output shaft of the clutch 2) is sequentially transmitted to the splitter 17, the main gear 18, and the range gear 19 and output to the output shaft 4.
[0033]
A gear shift unit GSU is provided for automatically shifting the transmission 3. The gear shift unit GSU includes a splitter actuator 20, a main actuator 21, and a range actuator 22 that are responsible for shifting the splitter 17, the main gear 18, and the range gear 19, respectively. These actuators are also pneumatically operated similarly to the clutch booster 10 and controlled by the TMCU 9. The current position of each gear 17, 18, 19 is detected by a gear position switch 23 (see FIG. 1). The rotation speed of the sub shaft 32 is detected by the sub shaft rotation sensor 26, and the rotation speed of the output shaft 4 is detected by the output shaft rotation sensor 28. These detection signals are sent to TMCU9.
[0034]
Further, the TMCU 9 calculates the current vehicle speed based on the current output shaft rotation speed detected by the output shaft rotation sensor 28, and displays this on a speedometer.
[0035]
In this automatic transmission, a manual mode is set, and a manual gear shift based on a driver's shift change operation is possible. In this case, as shown in FIG. 1, the connection / disconnection control of the clutch 2 and the shift control of the transmission 3 are performed by a shift instruction signal from a shift change device 29 provided in the driver's seat as a signal. That is, when the driver performs a shift operation of the shift lever 29a of the shift change device 29, a shift switch built in the shift change device 29 is operated (ON), and a shift instruction signal is sent to the TMCU 9, and based on this, the TMCU 9 The clutch actuator 10, the splitter actuator 20, the main actuator 21, and the range actuator 22 are appropriately operated to execute a series of shift operations (clutch disengagement → gear disengagement → gear engagement → clutch engagement). Then, the TMCU 9 displays the current shift stage on the monitor 31.
[0036]
In the shift change device 29 shown in FIG. 1, R indicates reverse, N indicates neutral, D indicates drive, UP indicates a manual shift up position, and DOWN indicates a manual shift down position. The shift switch outputs a signal corresponding to each of these positions. The driver's seat is provided with a mode switch 24 for switching the shift mode between a manual shift mode and an automatic shift mode, and a skip switch 25 for switching between a normal mode in which the shift is performed one step at a time and a skip mode in which the shift is skipped by one step. Can be
[0037]
When the shift lever 29a is in the D range in the automatic shift mode, the transmission basically follows a shift-up map and a shift-down map (hereinafter, sometimes referred to simply as a shift map). 3 is performed. If the driver manually operates the shift lever 29a to UP or DOWN during the automatic shift mode, the transmission 3 is shifted up or down according to the driver's manual operation regardless of the shift map. At this time, if the skip switch 25 is OFF (normal mode), a single operation of the shift lever 29a shifts the gear one by one. This is effective when the loaded load is relatively large, such as when towing a trailer. If the skip switch 25 is ON (skip mode), the shift is skipped by one step. This is effective when the trailer is not towed or the load is light.
[0038]
On the other hand, in the manual shift mode, the shift completely follows the driver's intention. When the shift lever 29a is in the D range, no shift is performed, the current gear is held, and the shift up or down can be performed only when the shift lever 29a is operated to UP or DOWN with the driver's positive intention. At this time, similarly to the above, if the skip switch 25 is OFF, the shift is performed one step at a time for one operation, and if the skip switch 25 is ON, the shift is skipped by one step. In this mode, the D range is an H (hold) range for holding the current gear.
[0039]
An emergency shift switch 27 is provided in the driver's seat, and when the GSU solenoid valve or the like breaks down, the gear can be shifted by manual switching of the switch 27.
[0040]
As shown in FIG. 2, in the transmission 3, the transmission input shaft (clutch output shaft) 15, the main shaft 33 and the transmission output shaft 4 are coaxially arranged, and the sub shaft 32 is arranged below them in parallel. Be placed. The input shaft 15 is connected to the driven plate 2a of the clutch 2, and the input shaft 15 and the main shaft 33 are supported so as to be relatively rotatable.
[0041]
First, the configuration of the splitter 17 and the main gear 18 will be described. An input gear SH is rotatably mounted on the input shaft 15. Gears M4, M3, M2, M1 and MR are also rotatably mounted on the main shaft 33 in order from the front. The gears SH, M4, M3, M2, and M1, except for the MR, are always meshed with counter gears CH, C4, C3, C2, and C1, respectively, fixed to the counter shaft 32. Gear MR is always meshed with idle reverse gear IR, and idle reverse gear IR is always meshed with counter gear CR fixed to sub shaft 32.
[0042]
Each of the gears SH, M4,... Attached to the input shaft 15 and the main shaft 33 is integrally provided with a dog gear 36 so that the gear can be selected. To fourth hubs 37 to 40 are fixedly provided. First to fourth sleeves 42 to 45 are fitted to the first to fourth hubs 37 to 40. Splines are formed on the outer peripheral portions of the dog gear 36 and the first to fourth hubs 37 to 40 and the inner peripheral portions of the first to fourth sleeves 42 to 45, and the first to fourth sleeves 42 to 45 It is always engaged with the first to fourth hubs 37 to 40, rotates simultaneously with the input shaft 15 or the main shaft 33, and slides back and forth to selectively engage and disengage with the dog gear 36. That is, the hub 37 and the dog 36 in the splitter 17 and the dog 36 on the sub shaft 32 side and the hubs 37 to 40 on the main shaft 33 side of the main gear 18 are engaged and disengaged by the sleeves 42 to 45 so that the gear-in / gear removal can be performed. Done. The movement of the first sleeve 42 is performed by the splitter actuator 20, and the movement of the second to fourth sleeves 43 to 45 is performed by the main actuator 21.
[0043]
As described above, the splitter 17 and the main gear 18 are of a constant mesh type that can be automatically shifted by the actuators 20 and 21. The splitter 17 has a normal mechanical synchro mechanism in its spline portion, but each gear stage of the main gear 18 is a non-synchro gear stage in which no synchro mechanism exists in each spline portion. For this reason, when a shift accompanied by a shift of the main gear 18 is executed, a gear shift speed on the sub-shaft 32 side and a sleeve speed on the main shaft 33 side are synchronized with each other by performing a synchro control described later. I have. Here, in addition to the main gear 18, the splitter 17 is also provided with a neutral position so as to prevent so-called rattle (see Japanese Patent Application No. 11-319915).
[0044]
Next, the configuration of the range gear 19 will be described. The range gear 19 employs a planetary gear mechanism 34 and can be switched to either a high or low position. The planetary gear mechanism 34 includes a sun gear 65 fixed to the rearmost end of the main shaft 33, a plurality of planetary gears 66 meshed with the outer periphery thereof, and a ring gear 67 having internal teeth meshed with the outer periphery of the planetary gear 66. . Each planetary gear 66 is rotatably supported by a common carrier 68, and the carrier 68 is connected to the transmission output shaft 4. The ring gear 67 has a tube portion 69 integrally, and the tube portion 69 is rotatably fitted around the outer periphery of the output shaft 4 to form a double shaft together with the output shaft 4.
[0045]
The fifth hub 41 is provided integrally with the pipe portion 69. An output shaft dog gear 70 is integrally provided on the output shaft 4 adjacent to the rear of the fifth hub 41. A fixed dog gear 71 is provided on the transmission case side adjacent to the front of the fifth hub 41. The fifth sleeve 46 is fitted on the outer periphery of the fifth hub 41. Splines are also formed in the fifth hub 41, the output shaft dog gear 70, the fixed dog gear 71, and the fifth sleeve 46 in the same manner as described above. To selectively engage or disengage with the output shaft dog gear 70 or the fixed dog gear 71. The movement of the fifth sleeve 46 is performed by the range actuator 22. A mechanical synchro mechanism exists in the spline portion of the range gear 19.
[0046]
When the fifth sleeve 46 moves forward, it engages with the fixed dog gear 71, and the fifth hub 41 and the fixed dog gear 71 are connected. As a result, the ring gear 67 is fixed to the transmission case side, and the output shaft 4 is driven to rotate at a relatively large reduction ratio (4.5 in this case) larger than 1. This is the low position.
[0047]
On the other hand, when the fifth sleeve 46 moves rearward, it engages with the output shaft dog gear 70, and the fifth hub 41 and the output shaft dog gear 70 are connected. As a result, the ring gear 67 and the carrier 68 are fixed to each other, and the output shaft 4 is directly driven at a reduction ratio of 1. This is the high position. As described above, in the range gear 19, the reduction ratio between high and low is relatively different.
[0048]
As a result, in the transmission 3, on the forward side, the speed can be changed to two stages of high and low by the splitter 17, four stages of the main gear 18, and two stages of high and low by the range gear 19. The gear can be shifted to 16 speeds. On the reverse side, it is possible to switch between high and low by only the splitter 17 to shift to two speeds.
[0049]
Next, the actuators 20, 21, 22 will be described. These actuators are composed of a pneumatic cylinder that operates by the pneumatic pressure of the air tank 5 and a solenoid valve that switches supply and discharge of the pneumatic pressure to and from the pneumatic cylinder. These solenoid valves are selectively switched by the TMCU 9 to selectively operate the pneumatic cylinder. The splitter actuator 20 includes a pneumatic cylinder 47 having a double piston and three solenoid valves MVH, MVF, and MVG. When the splitter 17 is set to the neutral position, MVH / ON, MVF / OFF and MVG / ON are set. When the splitter 17 is set to high, MVH / OFF, MVF / OFF and MVG / ON are set. When the splitter 17 is set to low, MVH / OFF, MVF / ON, and MVG / OFF are set.
[0050]
The main actuator 21 includes a pneumatic cylinder 48 having a double piston and in charge of operation on the select side, and a pneumatic cylinder 49 having a single piston and in charge of operation on the shift side. The pneumatic cylinder 48 is provided with three solenoid valves MVC, MVD and MVE, and the pneumatic cylinder 49 is provided with two solenoid valves MVB and MVA.
[0051]
The select side pneumatic cylinder 48 moves downward in the figure when MVC / OFF, MVD / ON, MVE / OFF, and makes it possible to select 3rd, 4th or N3 of the main gear, and MVC / ON, MVD / OFF, MVE / OFF. When it is ON, it is neutral, and it is possible to select 1st, 2nd or N2 of the main gear, and when it is MVC / ON, MVD / OFF or MVE / OFF, it moves upward in the figure to make it possible to select Rev or N1 of the main gear.
[0052]
The shift-side pneumatic cylinder 49 becomes neutral when MVA / ON or MVB / ON, enables selection of the main gear N1, N2 or N3, and moves to the left side of the figure when MVA / ON or MVB / OFF. 2nd, 4th or Rev can be selected, and when MVA / OFF or MVB / ON, it moves to the right side of the figure, and 1st or 3rd of the main gear can be selected.
[0053]
The range actuator 22 includes a pneumatic cylinder 50 having a single piston and two solenoid valves MVI and MVJ. The pneumatic cylinder 50 moves to the right in the figure when MVI / ON and MVJ / OFF, sets the range gear to high, and moves to the left in the figure when MVI / OFF and MVJ / ON, and sets the range gear to low.
[0054]
By the way, the sub-shaft 32 is provided with a sub-shaft brake means 27 for decelerating and braking the sub-shaft 32 during the synchro control described later. The countershaft brake means 27 is a wet multi-plate brake, and is operated by the air pressure of the air tank 5. An electromagnetic valve MV BRK is provided to switch between supply and discharge of the air pressure. When the solenoid valve MV BRK is ON, pneumatic pressure is supplied to the sub shaft brake means 27, and the sub shaft brake means 27 is activated. When the solenoid valve MV BRK is OFF, air pressure is discharged from the sub shaft brake means 27, and the sub shaft brake means 27 is deactivated.
[0055]
The shift control device controls the transmission 3, the engine 1, and the clutch 2 during shifting, and in the present embodiment, includes the ECU 6, the TMCU 9, the clutch actuator 10, the gear shift unit GSU, and the like. Hereinafter, the control contents of this shift control device will be described.
[0056]
As shown in FIGS. 4 and 5, the TMCU 9 stores a shift-up map and a shift-down map in which the range of each gear position of the transmission 3 based on the driving state of the vehicle is stored in advance. In the automatic shift mode, the transmission 3 is automatically shifted basically according to these shift maps.
[0057]
For example, in the shift-up map of FIG. 4, the shift-up line from gear n (n is an integer from 1 to 15) to n + 1 is a function of the accelerator opening (%) and the transmission output shaft rotation speed (rpm). It is decided. On the map, only one point is determined from the actual accelerator opening (%) detected by the accelerator opening sensor 8 and the actual output shaft rotation speed (rpm) detected by the output shaft rotation sensor 28. During acceleration of the vehicle, the rotation speed of the output shaft 4 linked to the wheels gradually increases. Therefore, in the normal automatic shift mode, the shift-up is performed one by one every time the current point crosses each shift-up line. At this time, in the skip mode, shift-up lines are alternately skipped one by one to perform shift-up by two stages.
[0058]
Similarly, in the downshift map of FIG. 5, the downshift line from gear stage n + 1 (n is an integer from 1 to 15) to n is the relationship between the accelerator opening (%) and the transmission output shaft rotation speed (rpm). It is determined by the function. Then, on the map, only one point is determined from the actual accelerator opening (%) and the transmission output shaft rotation speed (rpm). Since the rotation speed of the output shaft 4 gradually decreases while the vehicle is decelerating, in the normal automatic shift mode, downshifting is performed by one step each time the current point crosses each downshift line. In the skip mode, the shift down line is alternately skipped one by one to shift down by two stages.
[0059]
Next, a description will be given of the contents of the synchro control in the case where the shift accompanied by the gear-in to each gear of the main gear 18 which is the non-synchronized gear is executed.
[0060]
As shown in FIGS. 6 and 7, the TMCU 9 has the number Z of teeth of each gear in the splitter 17 and the main gear 18. _SH , Z ₁ ~ Z ₄ , Z _R , Z _CH , Z _C1 ~ Z _C4 , Z _CR And the high / low reduction ratio in the range gear 19 are stored in advance. Therefore, the TMCU 9 determines whether the dog gear in the gear stage (target main gear stage) of the main gear 18 to be shifted next time is based on the number of gear teeth of the main gear 18 and the sub shaft rotation speed (rpm) detected by the sub shaft rotation sensor 26. Calculate the rotation speed (rpm). The TMCU 9 also controls the rotation of the sleeve of the main gear 18 based on the reduction ratio of the gear (target range gear) of the range gear 19 to be shifted next time and the output shaft rotation speed (rpm) detected by the output shaft rotation sensor 28. Calculate the number (rpm). Here, since the sleeve is fitted to the hub of the main shaft, the rotation speed of the sleeve is naturally equal to the rotation speed of the hub.
[0061]
In the left column of the table of FIG. 7, the words "1st", "2nd",... "Rev" described at the left end indicate the target main gear. The words "1st", "2nd",... In parentheses indicate target gears as a whole of the transmission that each target main gear is in charge of. For example, “1st” (gear M1) of the main gear 18 serves as “1st”, “2nd”, “9th”, and “10th” for the entire transmission. The words in parentheses are separated from the first two and the last two by the low / high of the range gear 19. For example, in the case of the main gear "1st", "1st" and "2nd" are range gear low, and "9th" and "10th" are range gear high. Then, in the first two or the last two, the front and the rear are separated by the low / high of the splitter 17. For example, when the main gear is “1st” and the range gear is low, the transmission is “1st” when the splitter is low, and “2nd” when the splitter is high. If the main gear is "1st" and the range gear is high, the transmission becomes "9th" when the splitter is low, and the transmission becomes "10th" when the splitter is high. The same applies to “2nd”, “3rd”, and “4th” of the target main gear.
[0062]
In the target main gear “Rev”, the division by the range gear 19 is not performed, and the division is performed only by the splitter 17. The splitter high indicates reverse “high”, and the splitter low indicates reverse “low”.
[0063]
The right column of the table in FIG. 7 shows a formula for calculating the dog gear rotation speed (rpm) on the countershaft 32 side. For example, when the target main gear is “1st”, the value detected by the sub shaft rotation sensor 26 (sub shaft rotation speed (rpm)) is added to the gear ratio Z _C1 / Z ₁ Is the rotation of the dog gear 36 fixed to the gear M1, that is, the dog gear rotation speed (rpm). In the target main gear "Rev", the reduction ratio C _Rev Is the dog gear rotation speed (rpm).
[0064]
On the other hand, the lower part of FIG. 7 shows a formula for calculating the rotation of the sleeves 43, 44, 45 on the main shaft 33 side, that is, the sleeve rotation speed (rpm). When the target range gear position of the next shift destination is High, since the reduction ratio is 1, the detection value of the output shaft rotation sensor 28 (output shaft rotation speed (rpm)) becomes the sleeve rotation speed (rpm) as it is. When the target range gear is Low, the reduction ratio is C _RG = 4.5, the output shaft speed (rpm) is reduced by the reduction ratio C _RG Is the sleeve rotation speed (rpm).
[0065]
In the synchro control, control is performed such that the dog gear rotation speed (rotation speed) on the sub-shaft 32 side and the sleeve rotation speed (rotation speed) on the main shaft 33 side are brought close to a range where gear-in is possible. Specifically, a rotation difference Δ = (dog gear rotation speed−sleeve rotation speed) is calculated, and control is performed such that this value falls within a range in which gear-in is possible.
[0066]
For example, when the dog gear rotation speed> sleeve rotation speed is satisfied at the gear position of the shift destination, such as when shifting up, the clutch 2 is disengaged and the gear is disengaged, while the dog gear on the sub shaft 32 side is disengaged. The sub-shaft rotation speed (target sub-shaft rotation speed) required to synchronize with the sleeve on the main shaft 33 side is calculated, and the sub-shaft brake means 27 is operated to decelerate the sub-shaft 32 to the target sub-shaft rotation speed. To synchronize the dog gear and the sleeve.
[0067]
On the other hand, when the dog gear rotation speed <sleeve rotation speed is satisfied at the gear position of the shift destination, such as during downshifting, double clutch control is performed to increase the dog gear rotation and synchronize.
[0068]
The double clutch control is as follows. As shown in FIG. 8, when there is a shift instruction signal at time t1, first, the clutch is disengaged and the gear is disengaged. Gear disengagement starts at a position immediately after the clutch starts to be disengaged, in other words, at a position P1 immediately after entering the half-clutch region. The engine control is shifted from the point in time when the clutch position becomes P1 to the control based on the pseudo accelerator opening which is apart from the actual accelerator opening. At this time, the ECU 6 calculates a target engine speed E corresponding to a target sub shaft speed x required for synchronizing the dog gear on the sub shaft 32 side and the sleeve on the main shaft 33 side in the gear position of the shift destination, and Is increased to the target engine speed E and kept constant.
[0069]
After the gear is disengaged, the clutch is momentarily connected, whereby the rotation speed of the sub shaft 32 increases to near the target sub shaft rotation speed x, and the rotation difference between the dog gear rotation speed and the sleeve rotation speed falls within a range in which gears can be engaged. Synchronize). Immediately after this, the clutch is disengaged again and gear-in is performed. The gear-in is started from a position immediately before the clutch is completely disengaged, in other words, a position P2 immediately before exiting the half-clutch region. Immediately after the gear-in ends, the clutch is reconnected, and when the clutch is completely engaged, the double clutch control ends, and the rotation speed of the engine and the countershaft shifts to rotation according to the actual accelerator opening.
[0070]
By the way, this shift control device executes two patterns of shift control as disclosed in JP-A-2001-263472. The first is a shift A pattern that is executed when performing a shift without downshifting the range gear, and the second is executed when performing a shift that requires both downshifting of the range gear and double clutch control. This is a shift B pattern. The shift requiring both downshifting of the range gear and double clutch control is the case of 9th → 7th, 9th → 8th, 10th → 8th in the table of FIG. In this case, the reduction ratio between the high gear and the low gear of the range gear is relatively large, and it takes a long time to downshift, and the double clutch control also takes a relatively long time. become longer. Therefore, when downshifting the entire transmission with downshifting of the range gear, a shift control pattern that can reduce the entire shift time is performed.
[0071]
Hereinafter, two shift control patterns will be described.
[0072]
First, a program for determining a shift pattern will be described with reference to FIG.
[0073]
When there is a shift instruction, the TMCU 9 first determines in step 101 whether or not the range gear has been shifted. If there is no range gear shift, the routine proceeds to step 104, where a shift A pattern is selected. The shift A pattern is a pattern that shifts according to the chart of FIG. 10 and is a normal shift pattern. If there is a range gear shift, the routine proceeds to step 102, where it is determined whether the shift is a downshift (H → L). If the shift is up, the process proceeds to step 104 to select the shift A pattern, and if the shift is down, the process proceeds to step 103 to select the shift B pattern. The shift B pattern is a pattern that shifts according to the chart of FIG. 11, and is a shift pattern performed in a relatively special case.
[0074]
10 and 11, there is a time axis from the top to the bottom of the figures, and the items shown side by side indicate that they are performed simultaneously or at the same time. For example, in FIG. 10, step 201 and step 202 are performed simultaneously.
[0075]
Shift A pattern without downshift of range gear. As shown in FIG. 10, first, when there is a main gear shift, the routine proceeds to step 201, where the main gear is disengaged. At this time, if there is also a shift of the splitter, the routine proceeds to step 202, where the gear of the splitter is shifted (shift is cut). The condition at this time is that the clutch position is p ₁ It is on the other side. This is referred to as “clutch position> p ₁ Is displayed. Of course, when only one of the main gear and the splitter is shifted, one of the two steps is omitted. Note that there is no case of shifting with only the range gear. This is because, as shown in the table of FIG. 7, seven steps are skipped at once (ex. 2nd → 10th).
[0076]
Next, steps 203, 204, and 205 are performed simultaneously. In step 203, the main gear is selected in accordance with the gears M1, M2,. The condition is that the main gear is in neutral. In step 204, if there is a shift in the range gear, the gear removal and the gear in are performed simultaneously. This is because, as shown in FIG. 2, due to the structure of the range actuator 22, the extraction and the in are performed simultaneously. The condition at this time is that the clutch position is p ₂ Is it on the farther side (“Clutch position> p ₂ ") Or the main gear is neutral. At step 205, the gear-in (shift-in) of the splitter is performed. The condition is the same as in step 204: clutch position> p ₂ Or, main gear = N. As a result, the engine power can be transmitted to the countershaft 32, and the double clutch can be controlled. In the case of shifting only with the splitter, shifting is completed here.
[0077]
In step 206, the synchronization control is executed. The condition here is that the main gear is N, and the shift of the splitter and the range gear is completed. Dog gear speed-sleeve speed> M ₁ (M ₁ Is a positive set value), that is, at the time of upshifting, that is, the sub shaft 32 is decelerated to the target sub shaft rotation speed by the sub shaft brake means 27 to reduce the dog gear rotation speed to near the sleeve rotation speed. On the other hand, dog gear rotation speed−sleeve rotation speed <−M ₂ (M ₂ Is a positive set value), the double clutch control is performed to raise the countershaft 32 to the target countershaft speed and raise the dog gear speed to near the sleeve speed.
[0078]
When the synchronization of the main gear is completed, the process proceeds to step 207, where the main gear is engaged. Here, the condition is that the main gear has been selected (step 203), the absolute value of the difference between the target sub-shaft rotation speed and the current sub-shaft rotation speed is equal to or less than the gear-able value α, and the clutch position> p ₂ It is that. Thus, the shift A pattern ends.
[0079]
Next, a shift B pattern accompanied by downshifting of the range gear. As shown in FIG. 11, the shift of the main gear is essential here (see FIG. 7), so the routine proceeds to step 302, where the main gear is disengaged. The condition is the clutch position> p as in step 201. ₁ It is. At this time, if there is also a shift of the splitter, the gear of the splitter is released in step 301 prior to step 302, and the splitter is geared in in step 303 simultaneously with step 302. The execution conditions of steps 301 and 303 are the same as those of steps 202 and 205.
[0080]
Next, steps 304, 305 and 306 are performed simultaneously. In step 304, the main gear is selected as in step 203. In step 305, as in step 204, the range gear is disengaged and the gear is shifted in, that is, downshifted. In step 306, sync control is performed as in step 206.
[0081]
After completing these steps, the main gear is engaged in step 307 as in step 207, and the shift B pattern ends.
[0082]
As described above, in the shift B pattern, the downshift of the range gear, which requires a relatively long time, and the double clutch control are performed simultaneously, so that the entire shift time can be reduced.
[0083]
Here, the reason for performing the synchro control after the shift of the range gear in the shift A pattern is as follows. That is, in the shift A pattern, the range gear is upshifted. At this time, the upshift is necessarily performed in the entire transmission, and the synchronization control is the deceleration braking of the sub shaft 32 by the sub shaft brake means 27. Since the synchronization by the sub-shaft brake means 27 can be performed in a very short time, if the shift up of the range gear is performed at the same time or later, the synchronization by the sub-shaft brake means 27 ends first and the shift until the shift of the range gear ends. This is because the number of rotations of the countershaft drops, and not only does the synchronized rotation go wrong, but also the necessity of a double clutch arises.
[0084]
There is also a concept of shifting up the range gear after performing the synchronization control and the gear-in of the main gear, but this cannot be generally performed. Since the range gear has a relatively large reduction ratio difference, if this operation is performed in this order, the entire gear group from the synchro input side to the transmission input shaft 15 must be rapidly accelerated from the synchro output side of the range gear via the taper cone. That is, an overload is applied to the synchronizing mechanism of the range gear, and the range gear cannot be engaged or the transmission is broken.
[0085]
For the above reasons, in the shift A pattern, the shift of the range gear is performed first, and then the synchronization and the gear-in of the main gear are performed.
[0086]
Now, the transmission control device as described above is improved in the present invention in order to solve the problems described in the section of “Problems to be Solved by the Invention”.
[0087]
In other words, as described above, when the dog gear rotation speed on the sub shaft 32 side in the gear position of the shift destination is higher than the sleeve rotation speed on the main shaft 33 side (dog gear rotation speed> sleeve rotation speed), the sub shaft brake means 27 is operated. The deceleration braking of the sub-shaft 32 is performed. However, the rotation speed of the sub-shaft 32 may be lower than the target sub-shaft rotation speed because the braking force of the sub-shaft braking means 27 is too large. In this case, the clutch is engaged to increase the rotation speed of the sub shaft 32 to achieve gear-in. One of the objects of the present invention is to prevent gear noise at the time of gear-in.
[0088]
A shift control method according to the present embodiment will be described with reference to FIG. The upper side of the figure shows the connection / disconnection state of the clutch, and the lower side shows the rotational speed of the clutch output shaft 15 (transmission input shaft) interlocked with the sub shaft 32.
[0089]
First, when there is a shift instruction signal at time t1, the clutch is operated to the disengaged side. Then, when the clutch moves to the disengagement side to the position P1 (immediately after the start of disengagement) where the clutch enters the half-clutch region, the gear release of the transmission is started (time t2).
[0090]
On the other hand, the TMCU 9 calculates a target sub-shaft rotation speed required for synchronizing the sleeve on the main shaft 33 side and the dog gear on the sub-shaft 32 side at the gear position of the shift destination, and sets a target clutch corresponding to the target sub-shaft rotation speed. The output shaft rotation speed X is calculated. Specifically, the target clutch output shaft rotation speed X is calculated by multiplying the target sub shaft rotation speed by the gear ratio of the splitter gear 17. Then, when the clutch moves to the disengaged side to the position P1, the sub shaft brake means 27 is operated to decelerate and brake the sub shaft 32 (CSB control). Therefore, the rotational speed of the clutch output shaft 15 linked to the sub shaft 32 naturally drops.
[0091]
Here, as shown at time t3, it is assumed that the clutch output shaft rotation speed falls below the target clutch output shaft rotation speed X due to, for example, excessive braking by the sub shaft brake means 27. In other words, this is a case where the sub-shaft rotation speed has fallen below the target sub-shaft rotation speed (the lower limit of the synchronization range in which gears can be engaged).
[0092]
In this case, the clutch is immediately operated to the contact side. When the clutch starts to be engaged, the driving force of the engine is transmitted to the clutch output shaft 15 and the sub shaft 32, and the number of revolutions increases. Then, if the clutch output shaft speed has increased to the target clutch output shaft speed X or higher (the sub shaft speed also increases to the target counter shaft speed or higher), the clutch is again operated to the disengaged side.
[0093]
On the other hand, at this time, the TMCU 9 calculates a difference Z between the current engine speed Y and the target clutch output shaft speed X (YX = Z). When the difference Z is larger than a preset value (for example, 100 rpm), the clutch moves to the disengagement side to a predetermined disengagement position, and thereafter, gear-in is prohibited until the set period T has elapsed. Here, the predetermined disengaged position of the clutch is the disengaged side boundary position P2 of the half-clutch region, and the set period T is 50 ms. Therefore, gear-in is not executed before time t6, which is 50 ms after time t5 when the clutch has moved to the disengagement side to position P2.
[0094]
Therefore, the clutch output shaft rotation speed increases by engaging the clutch at time t3, and even if the actual clutch output shaft rotation speed matches the target clutch output shaft rotation speed X (synchronization) at time t4, from time t6. Gear-in is not performed because the vehicle is in front.
[0095]
When the clutch moves to the disengaged side to the position P2, the driving force of the engine is not transmitted to the clutch output shaft 15 (and the sub shaft 32), and the rotation speed of the clutch output shaft 15 decreases.
[0096]
When the set period T elapses, the prohibition of the gear-in is released, and thereafter, at time t7 when the rotating speed of the descending clutch output shaft 15 matches (synchronizes) with the target clutch output shaft rotation speed X, the gear-in instruction signal becomes TMCU9. And the execution of the gear-in is started (time t7).
[0097]
After time t5 when the clutch has moved to the disengagement side to the position P2, the sub shaft brake means 27 may be operated to decelerate the sub shaft 32 and the clutch output shaft 15.
[0098]
On the other hand, when the difference Z between the engine speed Y and the target clutch output shaft speed X is smaller than the set value, the gear-in prohibition is not performed. Therefore, when the clutch output shaft rotation speed coincides with (synchronizes with) the target clutch output shaft rotation speed X at time t4, gear-in is executed.
[0099]
As described above, when the difference between the engine rotation speed Y and the target clutch output shaft rotation speed X is large, the clutch is moved to the disengaged side from the predetermined position after the clutch is brought into contact and the rotation speed of the sub shaft 32 is increased. Gear-in is forbidden until. Therefore, when gear-in is performed thereafter, since the clutch is in a disengaged state, the driving force of the engine is not transmitted to the dog gear of the gear to which the gear is shifted, so that gear noise can be prevented.
[0100]
Further, the clutch output shaft 15 and the sub shaft 32 during gear-in are in a state where the rotational speed is reduced due to rotational resistance due to oil viscosity or the like, so that the resistance when the sleeve is put into the dog is small, and gear noise is generated. Less likely to cause.
[0101]
On the other hand, when the difference Z between the engine rotation speed Y and the target clutch output shaft rotation speed X is small, the acceleration of the clutch output shaft and the sub-shaft when the clutch is engaged at time t4 is relatively small, and there is no fear of gear noise. Because the number is small, the clutch output shaft rotation speed and the target clutch output shaft rotation speed X (the sub shaft rotation speed and the target sub shaft rotation speed) match (synchronize) even before the clutch moves to the disengagement side to the predetermined position. If so, execute gear-in. Thereby, the shift period is shortened.
[0102]
Hereinafter, a program for executing such control will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed by the TMCU 9 every predetermined time (ex. 32 msec).
[0103]
First, in step S1, it is determined whether or not the synchronization control is currently being performed. Since the fact that the synchro control is not being performed is not a shift involving a shift of the non-synchro gear stage (main gear 18), the process proceeds to step S8 to clear the timer and end.
[0104]
If it is determined in step S1 that the synchro control is being performed, the process proceeds to step S2, in which the current transmission output shaft rotation speed is multiplied by the gear ratio of the gear stage (target gear stage) to be shifted to, and the target clutch output shaft rotation speed X is calculated. Is calculated. That is, here, the target clutch output shaft rotation speed X is directly calculated by multiplying the transmission output shaft rotation speed by the gear ratio of the gear stage (gear ratio including all of the splitter 17, the main gear 18, and the range gear 19) of the transmission 3 as a whole. I am trying to do it.
[0105]
Subsequently, the process proceeds to step S3, in which a difference Z between the current engine speed Y and the target clutch output shaft speed X calculated in step S2 is calculated (Z = YX).
[0106]
Next, proceeding to step S4, it is determined whether or not the difference Z calculated in step S3 is larger than the set value 1. The set value 1 is 100 rpm here as described above. If the difference Z is equal to or smaller than the set value 1, the process proceeds to step S8, where the timer is cleared and the process ends. Therefore, the gear-in is not prohibited, and the gear-in is performed at time t4 when the clutch output shaft rotation speed and the target clutch output shaft rotation speed X match (synchronize) after the clutch is engaged in FIG.
[0107]
On the other hand, when it is determined in step S4 that the difference Z is larger than the set value 1, the process proceeds to step S5, and it is determined whether the current clutch is located closer to the disengaged side than the set value 2 (the position P2 in FIG. 12). judge. If it is determined that the clutch position is on the contact side with respect to the set value 2, the process proceeds to step S6 to clear the timer, and then proceeds to step S7 to inhibit gear-in. Therefore, at this time, even if the clutch output shaft rotation speed matches (synchronizes with) the target clutch output shaft rotation speed X, no gear-in is performed.
[0108]
On the other hand, if it is determined in step S5 that the clutch has moved to the disengagement side from the set value 2, the process proceeds to step S9, and time measurement by the timer is started (timer increment).
[0109]
Next, the process proceeds to step S10, and it is determined whether or not the measured value of the timer is larger than the set value 3. The setting value 3 is 50 ms here as described above. If it is determined that the measured value of the timer is equal to or smaller than the set value 3, the process proceeds to step S7, and the process ends with the gear-in prohibition maintained.
[0110]
If it is determined in step S10 that the measured value of the timer is larger than the set value 3, the process proceeds to step S11, in which the prohibition of the gear-in is released, and the process ends. This is time t6 in FIG. Thereafter, when the clutch output shaft rotation speed falls and matches (synchronizes) with the target clutch output shaft rotation speed X, gear-in is executed.
[0111]
Note that the present invention is not limited to the shift control device described above. For example, the above flowchart is shown as an example, and does not limit the present invention. For example, the set value 1, the set value 2, and the set value 3 can be set to other values. The set value 3 does not necessarily need to be set, and the gear-in prohibition may be released when the clutch moves to the disengaged side to the set value 2.
[0112]
The present invention can of course be applied to other shift control devices as long as they control the shift of a transmission having a non-synchronized gear stage.
[0113]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, when the subshaft rotation speed falls below the target subshaft rotation speed, it is possible to prevent gear noise when engaging the clutch to increase the subshaft rotation speed and execute gear-in. The effect is exhibited.
[Brief description of the drawings]
FIG. 1 is a configuration diagram illustrating an automatic transmission for a vehicle according to an embodiment of the present invention.
FIG. 2 is a configuration diagram illustrating an automatic transmission.
FIG. 3 is a configuration diagram showing an automatic clutch device.
FIG. 4 is a shift-up map.
FIG. 5 is a downshift map.
FIG. 6 shows the number of teeth of each gear in the transmission.
FIG. 7 shows a calculation formula for dog gear rotation and sleeve rotation.
FIG. 8 is a time chart showing the contents of double clutch control.
FIG. 9 is a flowchart showing a shift pattern determination program.
FIG. 10 is a flowchart showing the contents of a shift A pattern.
FIG. 11 is a flowchart showing the contents of a shift B pattern.
FIG. 12 is a time chart showing control contents when the sub-shaft rotation speed falls below a target sub-shaft rotation speed.
FIG. 13 is a flowchart for executing the control of FIG. 12;
FIG. 14 is a time chart showing conventional control contents when the sub-shaft rotation speed falls below a target sub-shaft rotation speed.
[Explanation of symbols]
2 clutch
3 transmission
6 Engine control unit
9 Transmission control unit
10 Clutch actuator
18 Main gear (non-synchronized gear stage)
27 Counter shaft brake means
32 counter shaft
33 spindle

Claims (5)

Equipped with a main shaft linked to the wheel side and a sub shaft linked to the engine and clutch side, and does not have a mechanical synchronization mechanism for synchronizing the main shaft side and the sub shaft side in the gear position of the shift destination at the time of shifting. This is for controlling the shift of a transmission having a non-synchronized gear stage, and when shifting to the non-synchronized gear stage, the rotational speed of the sub-shaft side at the gear stage of the shift destination is the rotational speed of the main shaft side. When the speed is higher than the speed, a target sub-shaft rotation speed required for synchronizing the main shaft side and the sub-shaft side is calculated, the clutch is disengaged and gear is disengaged, and then the sub-shaft provided on the sub-shaft is A shift control device for performing gear-in by decelerating and braking the sub-shaft to the target sub-shaft rotation speed by shaft braking means,
When the rotation speed of the sub shaft is lower than the target sub shaft rotation speed,
After the clutch is brought into contact and the rotational speed of the sub shaft is increased to the target sub shaft rotational speed or higher, the clutch is operated again to the disengaged side, and the clutch is moved to the disengaged side to a preset position. A shift control device for inhibiting gear-in, and thereafter performing gear-in when the sub-shaft rotation speed decreases and synchronizes with the target sub-shaft rotation speed. 2. The shift control device according to claim 1, wherein after the clutch has moved to the set position to the disengaged side, gear-in is prohibited until a predetermined period has elapsed. The shift control device according to claim 1, wherein after the clutch has moved to a disengaged side to a preset position, the sub-shaft brake means decelerates and brakes the sub-shaft. Means for calculating an output shaft rotation speed of the clutch corresponding to the target sub shaft rotation speed, and comparing a difference between the calculated clutch output shaft rotation speed and an actual engine rotation speed,
When the difference is smaller than a predetermined value, the gear-in prohibition is not executed, and the gear-in is performed when the rotational speed of the sub-shaft is increased by engaging the clutch and synchronized with the target sub-shaft rotational speed. The shift control device according to any one of claims 1 to 3. Equipped with a main shaft linked to the wheel side and a sub shaft linked to the engine and clutch side, and does not have a mechanical synchronization mechanism for synchronizing the main shaft side and the sub shaft side in the gear position of the shift destination at the time of shifting. A method of controlling a shift of a transmission having a non-synchro gear stage, wherein the speed is shifted to the non-synchro gear stage, and the rotational speed of the sub-shaft side in the gear stage of the shift destination is the rotation speed of the main shaft side. When the speed is higher than the speed, a target sub-shaft rotation speed required for synchronizing the main shaft side and the sub-shaft side is calculated, the clutch is disengaged and gear is disengaged, and then the sub-shaft provided on the sub-shaft is A shift control method for performing gear-in by decelerating and braking the sub shaft to the target sub shaft rotation speed by shaft braking means,
When the rotation speed of the sub shaft is lower than the target sub shaft rotation speed,
After the clutch is brought into contact and the rotational speed of the sub shaft is increased to the target sub shaft rotational speed or higher, the clutch is operated again to the disengaged side, and the clutch is moved to the disengaged side to a preset position. Is a gear shift control method, wherein the gear-in is prohibited, and thereafter, the gear-in is performed when the sub-shaft rotation speed decreases and is synchronized with the target sub-shaft rotation speed.

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