JP2005076680A - Shift control device and shift control method of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow shift operation for gear stage change including range operation in a shorter time in connection with shift control of an automatic transmission. <P>SOLUTION: When there is a demand for changing a gear stage inclusive of changing operation of a range shift section, before instructions are given to a transmission actuator for disconnection of gears in a transmission body, the range shift section is kept inoperative, instructions are given for previously supplying air to both air chambers of the first air chamber and the second air chamber, and after the instructions for disconnection of the gears (inclusive of the time of the instructions), instructions are given for stopping air supply to a range shifting side of the range shift section and to the opposite air chamber. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a shift control device and a shift control method in an automatic transmission with a clutch provided with a range switching unit.

2. Description of the Related Art A mechanical automatic transmission (automatic transmission with a clutch) mounted on a large vehicle such as a truck has a main auxiliary transmission in which an auxiliary transmission is arranged in series with a main transmission (transmission body transmission). Yes (see, for example, Patent Document 1).
Examples of the sub-transmission include those using a splitter and those that perform range switching, and realize a substantial multi-stage transmission.

  For example, FIG. 5 shows a multi-stage transmission in which a splitter transmission unit 2 is connected to the input side of a four-stage transmission main body transmission unit (hereinafter referred to as transmission main body) 1 and a range switching unit 3 is connected in series to the output side. It is a skeleton figure which shows a gear structure. This transmission is configured as a 16-speed transmission having a total of 4 × 2 × 2 = 16 (speeds) because the splitter transmission 2 and the range switching unit 3 each have two speeds. ing.

  Here, the configuration of the range switching unit 3 will be described with reference to FIG. 6. In the range switching unit 3, the power transmission state by the power transmission gear 3a (see FIG. 5) is changed between a low speed stage (low side) and a high speed stage ( A range sleeve 31 for switching to either the high side), a range shift rail 32 for driving the range sleeve 31 to a low position or a high position, and an air chamber 33a or 33b, and a range shift A range switching air cylinder 33 for driving the rail 32, a low side magnet valve 34L for operating the range switching air cylinder 33 to the low speed stage side, a high side magnet valve 34H for operating the high speed stage side, and the range switching air And an air tank 35 which is an air supply source to the cylinder 33. When the low side and the high side are not distinguished, the magnet valve is indicated by 34.

  Further, grooves 32 a and 32 b are provided on the outer periphery of the range shift rail 32, and a poppet 36 that engages with any of these grooves 32 a and 32 b is provided. The first groove 32a corresponds to the low position of the range shift rail 32, elastically holds the range shift rail 32 at the low position, and the second groove 32b is at the high position of the range shift rail 32. The range shift rail 32 is elastically held in the high position.

  As a result, only the required magnet valve 34 is energized only when the range shift rail 32 is switched, air is supplied to one of the air chambers 33a, 33b of the range switching air cylinder 33, and the range shift rail 32 is driven. When the switching of the range shift rail 32 is completed, the magnet valves 34 are de-energized and the air supply to the air chambers 33a and 33b of the range switching air cylinder 33 is stopped. As a result, the pressure in the air chambers 33a and 33b of the range switching air cylinder 33 gradually decreases to atmospheric pressure, but the range shift rail 32 is moved to its position by the engagement of the poppet 36 with the groove 32a or 32b. Is retained.

In such a clutch-equipped automatic transmission, there is often a case where both the transmission main body 1 and the range switching unit 3 are to be switched when switching gears.
In such a case, for example, as shown in FIG. 7, when there is a shift command, first, the clutch is instructed (step A10). In response to this instruction, the clutch is disengaged through a clutch actuator (not shown), and whether or not the clutch is disengaged is determined, for example, by the presence or absence of a clutch disengagement detection signal from a clutch switch (not shown) (step A20).

  When the clutch is disengaged, the gear main body is instructed to be disengaged (step A30). Based on this instruction, whether or not the currently engaged gear is disengaged and the gear release is completed is determined by, for example, a gear position detection signal of a gear position switch (not shown) (step A40). When the gear removal is completed, the range switching magnet valves 34L and 34H are instructed to be turned on (step A50). In response to this instruction, the required range switching magnet valves 34L and 34H are turned on, the range switching air cylinder 33 expands and contracts, the range shift rail 32 is driven, and range switching is performed.

Then, it is determined whether or not range switching is completed, for example, based on a rail position detection signal of a shift rail position switch (not shown) (step A60). When the range switching is completed, a predetermined gear engagement of the transmission main body is instructed (step A70). In response to this instruction, whether or not a predetermined gear is engaged and gear engagement is completed is determined by, for example, a gear position detection signal of a gear position switch (not shown) (step A80). When gear engagement is completed, clutch engagement is instructed (step A90). With this instruction, the clutch is engaged through a clutch actuator (not shown), and the speed change operation is completed.
JP 2001-32927 A

However, in the conventional shift operation related to the shift speed change including the range operation as described above, the shift operation time, that is, the time from the clutch disengagement to the clutch engagement becomes longer than in the case of the shift of only the transmission main body. In other words, the driving feeling is worsened.
Considering the reason why the speed change operation time becomes longer in this way, when the range switching magnet valves 34L and 34H are turned off, the pipe between the magnet valve 34 and the cylinder 33 is opened to the atmosphere, so When supplying air to the air cylinder 33, this pipe must be filled with air, and even if the range switching magnet valve 34 is turned on, the range switching air is supplied for the duration of the air supply to this pipe. A delay occurs in the air supply to the cylinder 33.

Therefore, if a range switching instruction is issued after waiting for completion of gear removal of the transmission main body, it is considered that the speed change operation time becomes longer by the delay time of air supply to the range switching air cylinder 33.
However, if the gear of the range is engaged before the gear removal of the transmission main body is completed, the sync of the range is damaged, and such a situation must be avoided.

  The present invention has been devised in view of such problems, and a shift control device for an automatic transmission and a shift that can perform a shift operation related to a shift stage including a range operation in a shorter time. An object is to provide a control method.

  In order to achieve the above-described object, a shift control device for a first automatic transmission according to the present invention includes a transmission main body connected to an engine via a clutch mechanism, and a range transmission unit connected in series to the transmission main body. A clutch actuator for connecting / disconnecting the clutch mechanism, a transmission actuator for switching an engagement gear of the transmission main body, a first air chamber for driving the range transmission unit to a range low position, and a first actuator for driving the range transmission unit to a range high position. An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to either the first air chamber or the second air chamber, and the above-mentioned after the range switching. Holding means for holding the range shift section in a state after switching when the air escapes from the first air chamber and the second air chamber, and each actuator described above in response to a gear change request. In a shift control apparatus for an automatic transmission that includes control means for appropriately controlling the gear, the control means, when requested to switch the gear position including switching operation of the range shift section, Before instructing gear release of the machine main body, instructing to supply air to both the first air chamber and the second air chamber in advance while not operating the range transmission unit, The air supply stop instruction to the air chamber on the side opposite to the range switching side of the range transmission unit is given after the instruction time point (Claim 1).

In this case, when there is a shift speed change request including a change operation of the range shift section, the control means, when instructing the transmission actuator to release the gear of the transmission body, It is preferable that the air supply stop instruction for the air chamber on the side opposite to the range switching side among the first air chamber and the second air chamber, which is performed for the range switching, is simultaneously performed.
A second automatic transmission shift control device according to the present invention includes a transmission main body connected to an engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, and the clutch mechanism. A clutch actuator for connecting and disconnecting the transmission, a transmission actuator for switching the engagement gear of the transmission body, a first air chamber for driving the range transmission unit to the range low position, and a second air chamber for driving the range high position An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to either the first air chamber or the second air chamber, and the first air chamber after the range switching and Holding means for holding the range transmission section in the state after switching when the second air chamber is out of air, and control for appropriately controlling each of the actuators in response to a shift speed switching request. A shift control device for an automatic transmission comprising: means for removing a gear of the transmission main body from the transmission actuator when there is a request for switching a gear position including a switching operation of the range transmission unit. And an instruction to switch the range of the range shift unit to the air pressure type range actuator are performed simultaneously (Claim 3).

The control means monitors whether or not the gear removal of the transmission main body has been completed, and if it is going to proceed to the range gear engagement of the range transmission unit before the gear removal of the transmission main body is completed, the control means It is preferable to temporarily stop the air supply (claim 4).
The range transmission unit includes a range sleeve for performing range switching, a range shift rail for driving the range sleeve, a low position groove and a high position groove formed in the range shift rail, A poppet which engages with the low position groove or the high position groove and elastically holds the range shift rail at the low position or the high position; and the holding means is provided for the poppet and the low position. A groove for the high position, and a groove for the neutral position is formed between the groove for the low position and the groove for the high position of the shift rail for the range, and the shift rail for the range is in the neutral position. Preferably, the poppet engages with the neutral position groove and elastically holds the range shift rail in the neutral position.

  The first automatic transmission shift control method of the present invention includes a transmission main body connected to an engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, and the clutch mechanism. A clutch actuator for connecting and disconnecting the transmission, a transmission actuator for switching the engagement gear of the transmission body, a first air chamber for driving the range transmission unit to the range low position, and a second air chamber for driving the range high position An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to either the first air chamber or the second air chamber, and the first air chamber after the range switching and Holding means for holding the range transmission section in the state after switching when the second air chamber is out of air, and control for appropriately controlling each of the actuators in response to a shift speed switching request. A shift control method for an automatic transmission that appropriately controls each of the actuators according to a shift request for a shift speed in an automatic transmission provided with a means, the shift speed switching including a switching operation of the range shift section If there is a request, an air preliminary supply step is performed to instruct to supply air to both the first air chamber and the second air chamber in advance while not operating the range transmission unit, and then Instructing the transmission actuator to release the gear of the transmission main body, and instructing the air supply stop to the air chamber on the side opposite to the range switching side of the range transmission unit after the gear releasing instruction time point. (Claim 6).

If there is a shift speed change request including a change operation of the range shift unit, the shift operation is performed for switching the range of the range shift unit when instructing the transmission actuator to release the gear of the transmission body. Of the first air chamber and the second air chamber, it is preferable to simultaneously issue an air supply stop instruction to the air chamber on the side opposite to the range switching side.
If there is a shift speed change request including a change operation of the range shift portion, it is preferable to instruct the clutch actuator in advance to disconnect the clutch, and then perform the preliminary air supply step (claim 8).
In the air preliminary supply step, first, the range transmission unit is supplied to the air chamber on the side opposite to the range switching side in the first and second air chambers, and then the range transmission unit is moved to the range. It is preferable to supply air to the air chamber on the switching side.

  The second automatic transmission shift control method according to the present invention includes a transmission main body connected to an engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, and the clutch mechanism. A clutch actuator for connecting and disconnecting the transmission, a transmission actuator for switching the engagement gear of the transmission body, a first air chamber for driving the range transmission unit to the range low position, and a second air chamber for driving the range high position An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to either the first air chamber or the second air chamber, and the first air chamber after the range switching and Holding means for holding the range transmission section in the state after switching when the second air chamber is out of air, and control for appropriately controlling each of the actuators in response to a shift speed switching request. A shift control method for an automatic transmission that appropriately controls each of the actuators according to a shift request for a shift speed in an automatic transmission provided with a means, the shift speed switching including a switching operation of the range shift section When requested, the transmission actuator is instructed to remove the gear of the transmission body and the air pressure range actuator is instructed to change the range of the range transmission unit simultaneously. 10).

  In each of the above methods, after the transmission main body gear removal instruction, the gear transmission completion is monitored by monitoring whether or not the gear main body has been disengaged. Then, it is preferable to control the air supply state so as to temporarily stop the operation of the air pressure range actuator.

  According to the shift control device for the first automatic transmission or the shift control method for the first automatic transmission according to the present invention, if there is a shift speed change request including a change operation of the range shift section, the speed change is applied to the transmission actuator. Before instructing the gear release of the machine main body, air is supplied to both the first and second air chambers in advance without operating the range transmission unit, and then the gear of the transmission main body to the transmission actuator. After this gear removal instruction point, the instruction to stop air supply to the air chamber on the side opposite to the range switching side of the range transmission unit is given, so both air chambers are switched from the atmospheric pressure state to the range switching side. The air pressure range actuator can be operated more quickly than when air is supplied to the air chamber, the range can be switched quickly, and the speed change time can be shortened. That.

  According to the shift control device for the second automatic transmission or the shift control method for the second automatic transmission according to the present invention, if there is a shift speed change request including a change operation of the range shift portion, Since the gear disengagement instruction of the transmission main body and the range switching instruction of the range shift unit to the air pressure type range actuator are simultaneously performed, the range switching is started at an early stage, and the speed change time is shortened. be able to.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
First, a first embodiment of the present invention will be described based on the drawings.
1 to 3 show a shift control apparatus and a shift control method for an automatic transmission according to a first embodiment of the present invention. FIG. 1 is a diagram showing the shift control apparatus [(a) is a schematic overall view thereof. FIG. 2 is a configuration diagram, (b) is an enlarged view of the main part thereof, FIG. 2 is a flowchart for explaining the shift control, and FIG. 3 is a time chart for explaining the shift control. The overall configuration of the transmission will be described with reference to FIG.

  The automatic transmission according to the present embodiment is an automatic transmission with a clutch similar to that described in the background art, and as shown in FIG. 5, a four-stage transmission main body transmission unit (hereinafter referred to as a transmission main body). ) A multi-stage transmission is configured in which a splitter transmission unit 2 is connected to the input side of 1 and a range switching unit 3 is connected in series to the output side. This transmission is configured as a 16-speed transmission having a total of 4 × 2 × 2 = 16 (speeds) because the splitter transmission 2 and the range switching unit 3 each have two speeds. ing.

  Although the transmission main body 1 is the same as the prior art and is not particularly illustrated here, the transmission main body 1 is provided with a gear shift unit that drives an operating element for achieving each gear stage. More specifically, the gear shift unit includes a sliding lever that drives the transmission gear switching element of the transmission main body 1, a select cylinder that drives the sliding lever in the selecting direction, and a shift that drives the sliding lever in the shifting direction. It has a cylinder.

  A fluid pressure type cylinder such as an air cylinder can be used for the select cylinder and the shift cylinder. For example, switching of air to the air cylinder can be controlled by controlling a magnet valve. Here, the select cylinder and the shift cylinder are collectively referred to as the transmission actuator 4 [see FIG. 1A]. Further, in order to control the operation of the transmission actuator 4, the energization of the corresponding magnet valve is controlled.

  Further, an actuator 5 [see FIG. 1A] of the splitter transmission unit that switches the splitter transmission unit 2 is provided. For example, a fluid pressure type actuator such as an air cylinder can be used as the actuator 5 of the splitter transmission unit. For example, the switching of air to the air cylinder can be controlled by controlling the magnet valve. In order to control the operation of the splitter transmission unit actuator 5, the energization of the corresponding magnet valve is controlled.

  On the input side of the transmission main body 1, there is provided a clutch mechanism (not shown) that is connected and disconnected by a clutch actuator 6 [see FIG. 1 (a)]. The clutch actuator 6 can also be a fluid pressure type such as an air cylinder, for example, and the switching of air to the air cylinder can be controlled by controlling a magnet valve, for example. In order to control the operation of the clutch actuator 6, the energization of the corresponding magnet valve is controlled.

  Here, the configuration of the range switching unit 3 will be described with reference to FIG. 1A. In the range switching unit 3, the power transmission state by the power transmission gear 3a (see FIG. 5) is changed to a low speed [low (in the drawing). In this case, the range sleeve 31 is used to switch between the high-speed stage [high (indicated in the drawing) side] and the range sleeve 31 in the low position or the high position. The range shift rail 32 to be driven and the air chambers 33a and 33b are provided. The range switching air cylinder (air pressure range actuator) 33 for driving the range shift rail 32 and the air chamber 33a are supplied with air. Actuate the switching air cylinder 33 to the low speed side (low position) and supply air to the low side magnet valve 34L and the air chamber 33b to operate the high speed stage (high position). And the high-side magnet valve 34H to, and includes the air tank 35 is an air supply source to the range switching the air cylinder 33, the. When the low side and the high side are not distinguished, the magnet valve is indicated by 34. The magnet valve 34 is also referred to as a range magnet valve.

  Furthermore, as shown in FIGS. 1A and 1B, a low position holding groove 32a, a high position holding groove 32b, and a neutral position holding groove 32c are provided on the outer periphery of the range shift rail 32. A poppet 36 that engages any one of the grooves 32a, 32b, and 32c is provided. When the poppet 36 is engaged with the low position holding groove 32a, the range shift rail 32 is held at the low position by the elastic force of the poppet 36, and when the poppet 36 is engaged with the high position holding groove 32b, the range use is made by the elastic force of the poppet 36. When the shift rail 32 is held at the high position and the poppet 36 is engaged with the neutral position holding groove 32c, the range shift rail 32 is held at the neutral position by the elastic force of the poppet 36.

  Further, when the poppet 36 is at the position A in the neutral position holding groove 32c, it is in a completely neutral state, but when the poppet 36 moves from the area A to the outside of the area A on the low position holding groove 32a side, the range switching section 3 When the low-side sync of the range starts to engage, and the poppet 36 moves out of the region A to the outside of the region A on the high position holding groove 32b side, the high-side sync of the range switching unit 3 starts to engage.

The poppet 36 includes a poppet main body 36a that engages with the grooves 32a to 32c, and a spring 36b that biases the poppet main body 36a toward the grooves 32a to 32c.
As a result, only the required magnet valve 34 is energized only when the range shift rail 32 is switched, air is supplied to one of the air chambers 33a, 33b of the range switching air cylinder 33, and the range shift rail 32 is driven. When the switching of the range shift rail 32 is completed, the magnet valves 34L and 34H are de-energized and the air supply to the air chambers 33a and 33b of the range switching air cylinder 33 is stopped.

  As a result, the pressure in the air chambers 33a and 33b of the range switching air cylinder 33 gradually decreases to atmospheric pressure, but the range shift rail 32 is moved to its position by the engagement of the poppet 36 with the groove 32a or 32b. Is retained. Of course, even if the air supply to the air chambers 33a and 33b is stopped when the range shift rail 32 is in the neutral position, the position of the range shift rail 32 is changed by the engagement of the poppet 36 with the groove 32c. Held in a neutral position. Thus, the poppet 36 and the grooves 32a, 32b, and 32c function as the holding means 8 that holds the range shift rail 32 of the range transmission unit 3 in the state after switching or in the neutral state.

  In order to control the operation of each actuator 4, 5, 6, 33, an ECU (Electronic Control Unit) 7 is provided as a control means, and each actuator 4 according to a signal from the change lever unit 3 operated by the driver. , 5, 6 and 33 are appropriately operated. In this case, the operation of the actuator is controlled by energizing or shutting off the required magnet valve of the actuator that requires operation.

In such a clutch-equipped automatic transmission, there is often a case where both the transmission main body 1 and the range switching unit 3 are to be switched when switching the shift speed, and the shift according to the present shift control device and the shift control method. The control is characterized by the operation command timing of each actuator through the ECU 7 when both the transmission main body 1 and the range switching unit 3 are to be switched.
Here, the shift control according to the present embodiment will be described with reference to the flowchart of FIG. In the figure, ON and OFF are also expressed as ON and OFF.

  As shown in FIG. 2, when there is a request for a shift (shift stage switching) in which both the transmission main body 1 and the range switching unit 3 are to be switched, the ECU 7 first instructs the clutch disengagement (step B10). ), It is determined whether or not the specified time (S0-T1) has elapsed from the clutch disconnection instruction in step B10 (step B20), and when the specified time (S0-T1) has elapsed from the clutch disconnection instruction, the air reserve A supply process (step B30-B50) is implemented.

That is, the range magnet valve 34L or 34H on the side opposite to the side (range switching side) on which shifting (range switching) is to be performed is turned on (step B30). At this time, the range magnet valve 34H or 34L on the side to be shifted is kept off.
For example, when the range shift rail 32 is switched from the low (L) side to the high (H) side, the low (L) side magnet valve 34L is turned on and the high (H) side magnetic valve 34H is off. Leave. When the range shift rail 32 is switched from the high (H) side low to the (L) side, the high (H) side magnet valve 34H is turned on and the low (L) side magnet valve 34L is turned off. Leave.

  Then, it is determined whether or not the specified time T2 has elapsed from the ON command of the range magnet valve 34L or 34H in step B30 (step B40), and when the specified time T2 has elapsed, the range magnet valve 34H on the side that is to be shifted. Alternatively, 34L is turned on (step B50). At this time, the range magnet valve 34L or 34H on the side opposite to the side to be shifted is kept on.

  For example, when the range shift rail 32 is switched from the low (L) side to the high (H) side, in step B50, the high (H) side magnet valve 34H is turned on, and the low (L) side magnet valve is turned on. 34L remains on. When the range shift rail 32 is switched from the high (H) side low to the (L) side, the low (L) side magnet valve 34L is turned on, and the high (H) side magnet valve 34H is turned on. Leave.

In this way, when the range magnet valve on the side to be shifted is turned on after the range magnet valve on the side opposite to the side to be shifted is turned on in advance, the range shift rail 32 is brought to the current position. The air chambers 33a and 33b can be filled with air while being held.
Thereafter, it is determined whether or not the specified time (S0) has elapsed from the clutch disengagement instruction in step B10 (step B60), and when the specified time (S0) has elapsed from the clutch disengagement instruction, the transmission main body (T / M The main body 1 is instructed to release the gear 1 (step B70), and at the same time, the range magnet valve 34L or 34H on the opposite side to the side to be shifted is turned off (step B80). At this time, the range magnet valve 34H or 34L on the side to be shifted is kept on.

  For example, when the range shift rail 32 is switched from the low (L) side to the high (H) side, the low (L) side magnet valve 34L is turned off and the high (H) side magnet valve 34H is turned on. Leave. When the range shift rail 32 is switched from the high (H) side low to the (L) side, the high (H) side magnet valve 34H is turned off and the low (L) side magnet valve 34L is turned on. Leave.

  Then, from the gear disengagement instruction of the transmission main body 1 in step B70, whether or not gear disengagement is completed within a specified time (T3) is determined by, for example, a gear position detection signal of a gear position switch (not shown) (step B90). ). When the gear removal is completed within the specified time (T3), it is determined, for example, by a rail position detection signal of a shift rail position switch (not shown) whether or not the range shift (switching of the position of the range shift rail 32) is completed. Determine (Step B130).

  On the other hand, if the gear disengagement of the transmission main body 1 is not completed within the specified time (T3) in step B90, both the range magnet valves 34L and 34H are once turned off (step B100), and the gear of the transmission main body 1 is set. It is determined whether or not the extraction has been completed (step B110). When the gear extraction is completed, only the range magnet valve 34H or 34L on the transmission side is turned on (step B120).

  For example, when the range shift rail 32 is switched from the low (L) side to the high (H) side, the high (H) side magnet valve 34H is turned on and the low (L) side magnetic valve 34L is off. If the range shift rail 32 is switched from the high (H) side low to the (L) side, the low (L) side magnet valve 34L is turned on and the high (H) side magnet valve 34h is turned on. Will remain off.

  Thereafter, when the range shift (switching of the position of the range shift rail 32) is completed by the determination in step B130, whether or not the clutch disengagement is completed is determined by, for example, a clutch position detection signal of a clutch position switch (not shown). (Step B140). If the completion of the clutch disengagement can be confirmed, a predetermined gear engagement of the transmission body is instructed (step B150). In response to this instruction, whether or not a predetermined gear is engaged and gear engagement is completed is determined by, for example, a gear position detection signal of a gear position switch (not shown) (step B160). When gearing is completed, clutch engagement is instructed (step B170).

In response to the clutch engagement instruction, the clutch is engaged through a clutch actuator (not shown), and the speed change operation is completed.
In addition, the process of step B150-B170 is the same as that of step A70-A90 of a prior art (FIG. 7).
As described above, the preliminary air supply process (steps B30 to B50) fills the air chambers in advance and then stops the air supply to the air chamber on the side opposite to the range switching side to eliminate the air and perform the range switching. Therefore, the air pressure range actuator can be operated more quickly than when both air chambers supply air from the atmospheric pressure state to the air chamber on the range switching side as in the past, and the range switching is performed quickly. As a result, it is possible to shorten the time for switching the gear position.

  Further, the transmission main body gear release instruction to the transmission actuator (step B70) and the air pressure type range actuator range switching instruction (range magnet valve 34L or 34H on the opposite side to the range switching side). At the same time), the range switching is started at an early stage, and in this respect as well, the shift time of the gear position can be shortened.

Further, if the gear release is not completed within a specified time (T3) from the gear release instruction of the transmission body 1, both range magnet valves 34L and 34H are turned off once to interrupt the range switching operation. The range gear is not engaged before the main body 1 is disengaged, and the sync of the range can be prevented from being damaged.
In particular, when the range is switched, the poppet 36 is once engaged with the neutral position holding groove 32c and then engaged with the position holding groove 32a or 32b on the range switching side. Therefore, when the range switching operation is interrupted, the poppet 36 is engaged. Is engaged with the neutral position holding groove 32c, so that the range gear can be reliably prevented before the gear is released.

  Also, if there is a large amount of air supplied to both air chambers in the air preliminary supply process, then the air supply to the air chamber on the opposite side of the range switching side is stopped and the air supply to the air chamber on the range switching side is continued. When the range switching air cylinder 33 is operated with the generated pressure difference, the pressure difference gradually increases. Therefore, the range shift rail 32 can be moved slowly, and the squealing caused by the range switching is suppressed. be able to.

  Here, further description will be made with reference to the time chart of FIG. 3. Even if there is a request for shifting, even if a clutch disengagement is instructed, it takes time until the clutch is actually completely disengaged. Even if the gear removal of the machine body 1 is instructed, it takes time until the gear is actually released. In a general assumption, the time TR1 from the instruction of clutch disengagement to the completion of clutch disengagement is longer than the time TR2 from the gear disengagement instruction to the completion of gear disengagement (TR1> TR2), so this response difference (TR1 The above-mentioned specified time S0 is set with an allowance for -TR2).

  The specified time T1 is set based on the time until the air chambers 33a and 33b of the range switching air cylinder 33 are sufficiently filled with air after the range magnet valves 34L and 34H are both turned on. . By securing this prescribed time T1 to some extent, the range shift rail 32 can be moved slowly, and gear noise that occurs with range switching can be suppressed. Therefore, the specified time T1 may be set in accordance with such a gear noise suppression request.

The specified time T2 is set so that the air pressure in the air chamber on the side opposite to the range switching side that supplies air first does not become lower than the air pressure in the air chamber on the range switching side that supplies air later. Is the time difference.
That is, air supply to the air chamber on the opposite side to the switching side is started through the range magnet valve 34L or 34H at the timing after the specified time S0-T1 after the clutch disengagement is instructed (see the broken line in FIG. 3) Then, air supply to the switching-side air chamber is started after a specified time T2 through the range magnet valve 34H or 34L (see the solid line in FIG. 3), and at the same time a gear disengagement is instructed after a specified time S0 after instructing the clutch disengagement. By instructing air pressure release from the air chamber opposite to the switching side through the range magnet valve 34L or 34H, the range switching and the transmission main body 1 can be performed immediately after the clutch disengagement is completed or immediately near the completion of the clutch disengagement. As a result, the time required for gear shifting can be greatly shortened.

  If the gear release is not completed within the specified time T3 after the gear release instruction and the air pressure release instruction for the air chamber on the side opposite to the range switching side, both the magnet valves 34L and 34H are temporarily turned off. However, the specified time T3 is set to a time that is shorter than the time required for the air pressure to be released after the air pressure is actually released from the instruction to release the air pressure on the side opposite to the range switching side. Has been. As a result, when the range is switched, the poppet 36 is once engaged with the neutral position holding groove 32c and then engaged with the position holding groove 32a or 32b on the range switching side. If the gear removal is not completed while the position is 32c, the range shift rail 32 is prevented from entering the position on the range switching side.

When the range switching is instructed simultaneously with the gear removal of the transmission main body 1, the range magnet valve 34H or 34L is operated at the timing indicated by the two-dotted line in FIG. 3, so that the completion of the range switching is delayed.
Further, when the gear disengagement of the transmission main body 1 is completed and the clutch disengagement is also completed, the gear engagement of the transmission main body 1 is instructed. When the gear engagement of the transmission main body 1 is completed, the clutch engagement is instructed, and the clutch is engaged. When the stroke is displaced to a prescribed stroke, the range magnet valve 34H or 34L on the transmission side that has been turned on after the prescribed time is turned off.

[Second Embodiment]
Next, 2nd Embodiment of this invention is described based on drawing.
FIG. 4 is a flowchart for explaining shift control by the shift control device and shift control method for an automatic transmission according to the second embodiment of the present invention.
In the present embodiment, when there is a shift request, an instruction to supply the air to both the air chambers 33a and 33b (that is, an instruction to turn on both of the range magnet valves 34L and 34H) is performed simultaneously with an instruction to disconnect the clutch. The second embodiment is different from the first embodiment, and the rest is configured in the same manner as the first embodiment.

That is, instead of the process of steps B20 to B50 related to the air preliminary supply process of the first embodiment, as shown in FIG. 4, the process of step B35 as the air preliminary supply process, that is, both the range magnet valves 34L and 34H. The instruction to turn on is performed.
In such a configuration, both the range magnet valves 34L and 34H are instructed to be turned on simultaneously with the clutch disengagement instruction, thereby simplifying the control.

In the first embodiment, the air pressure in the air chamber on the side opposite to the range switching side that supplies air first is prevented from becoming lower than the air pressure in the air chamber on the range switching side that supplies air later. For this reason, the time difference T2 is not provided in the present embodiment. Even if the air pressure in the air chamber on the range switching side becomes higher than the air pressure in the air chamber on the opposite side to the range switching side in the preparatory stage before range switching, this is slight. Since the neutral position holding groove 32c is provided on the outer periphery of the shift rail 32 between the low position holding groove 32a and the high position holding groove 32b, the poppet 36 is set to the neutral position in order to switch the range. Even if there is a difference between the air pressure in the air chamber on the range switching side and the air pressure in the air chamber on the opposite side to the range switching side, the poppet 36 has to be in the neutral position holding groove 32c. This is because it was assumed that it would not be enough to surmount.
In this way, in the present embodiment, operations and effects similar to those of the first embodiment can be obtained with a simpler configuration.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and various modifications can be made without departing from the spirit of the present invention.

For example, in each of the above embodiments, after the preliminary air supply step, the gear disengagement instruction and the range switching instruction of the transmission main body are simultaneously performed. However, even if the range changeover instruction is performed after the gear disengagement instruction of the transmission main body. The effect of shortening the shift time by the air preliminary supply process can be obtained.
Further, the automatic transmission according to the present invention is not limited to the above-described embodiment as long as the range switching unit 3 is connected to the transmission main body 1. Further, the number of shift stages of the transmission main body 1 and the like is not limited to that of the embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the shift control apparatus of the automatic transmission concerning each embodiment of this invention, Comprising: (a) is the typical whole block diagram, (b) is the principal part enlarged view. It is a flowchart explaining the shift control concerning 1st Embodiment of this invention. It is a time chart explaining the shift control concerning 1st Embodiment of this invention. It is a flowchart explaining the shift control concerning 2nd Embodiment of this invention. It is a skeleton figure which shows the structure of the transmission gear of the conventional mechanical automatic transmission. It is a typical block diagram which shows the range switching part in the conventional automatic transmission. It is a flowchart explaining the shift control concerning the conventional automatic transmission.

Explanation of symbols

1 Transmission body transmission (transmission body)
DESCRIPTION OF SYMBOLS 2 Splitter transmission part 3 Range switching part 3a Power transmission gear 4 Transmission actuator 5 Actuator of splitter transmission part 6 Clutch actuator 7 ECU (electronic control unit) as control means
8 Holding means 31 Range sleeve 32 Range shift rail 32a Low position holding groove 32b High position holding groove 32c Neutral position holding groove 33 Range switching air cylinder (air pressure range actuator)
33a, 33b Air chamber 34L Low side magnet valve 34H High side magnet valve 35 Air tank 36 Poppet

Claims (11)

A transmission main body connected to the engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, a clutch actuator for connecting and disconnecting the clutch mechanism, and an engagement gear for the transmission main body And a first air chamber that drives the range transmission unit to a range low position and a second air chamber that drives a range high position, and one of the first air chamber and the second air chamber. An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to the state, and a state after the range transmission unit is switched when the air in the first air chamber and the second air chamber after the range switching is lost A shift control device for an automatic transmission, which includes a holding means for holding the motor and a control means for appropriately controlling each of the actuators in response to a shift speed change request. ,
When there is a shift speed change request including a change operation of the range shift section, the control means does not operate the range shift section before instructing the transmission actuator to release the gear of the transmission body. In addition, an instruction is given in advance to supply air to both the first air chamber and the second air chamber, and after the gear release instruction time point, to the air chamber on the opposite side to the range switching side of the range transmission unit. A shift control apparatus for an automatic transmission, wherein an instruction to stop air supply is issued. When there is a shift speed change request including a change operation of the range shift section, the control means is configured to switch the range of the range shift section when instructing the transmission actuator to release the gear of the transmission body. 2. The automatic transmission shift according to claim 1, wherein an instruction to stop air supply of the air chamber on the opposite side to the range switching side among the first air chamber and the second air chamber is simultaneously performed. Control device. A transmission main body connected to the engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, a clutch actuator for connecting and disconnecting the clutch mechanism, and an engagement gear for the transmission main body And a first air chamber that drives the range transmission unit to a range low position and a second air chamber that drives a range high position, and one of the first air chamber and the second air chamber. An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to the state, and a state after the range transmission unit is switched when the first air chamber and the second air chamber are out of air after the range switching. A shift control apparatus for an automatic transmission, which includes a holding means for holding the motor and a control means for appropriately controlling each of the actuators in response to a request for switching the gear position. ,
When there is a shift speed change request including a change operation of the range shift unit, the control means instructs the transmission actuator to release the gear of the transmission body and the range shift to the air pressure range actuator. A shift control device for an automatic transmission, wherein a range switching instruction of a part is simultaneously performed. The control means monitors whether or not the gear removal of the transmission main body is completed, and if the gear shift of the range transmission unit is advanced before the gear removal of the transmission main body is completed, The air supply control of the automatic transmission according to any one of claims 1 to 3, wherein the air supply is temporarily stopped. The range transmission unit includes a range sleeve for performing range switching, a range shift rail for driving the range sleeve, a low position groove and a high position groove formed in the range shift rail, A poppet for engaging the low position groove or the high position groove and elastically holding the range shift rail at the low position or the high position;
The holding means comprises the poppet, the low position groove and the high position groove,
A neutral position groove is formed between the low position groove and the high position groove of the range shift rail, and when the range shift rail is in the neutral position, the poppet is placed in the neutral position groove. The shift control device for an automatic transmission according to any one of claims 1 to 4, wherein the shift rail for the range is engaged and elastically held in a neutral position. A transmission main body connected to the engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, a clutch actuator for connecting and disconnecting the clutch mechanism, and an engagement gear for the transmission main body And a first air chamber that drives the range transmission unit to a range low position and a second air chamber that drives a range high position, and one of the first air chamber and the second air chamber. An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to the state, and a state after the range transmission unit is switched when the air in the first air chamber and the second air chamber after the range switching is lost In an automatic transmission comprising a holding means for holding a gear and a control means for appropriately controlling each of the actuators according to a gear change request, In response to a request to a shift control method for an automatic transmission which controls suitably the actuators described above,
If there is a shift speed change request including a change operation of the range transmission unit, air is supplied in advance to both the first air chamber and the second air chamber while not operating the range transmission unit. The air preliminary supply step is then performed, and then the transmission actuator is instructed to disengage the transmission main body. After this gear disengagement instruction time, the air on the side opposite to the range switching side of the range transmission unit is instructed. A shift control method for an automatic transmission, characterized in that an instruction to stop air supply to a chamber is given. If there is a shift speed change request including a change operation of the range shift unit, the shift operation is performed for switching the range of the range shift unit when instructing the transmission actuator to release the gear of the transmission body. 7. The shift control method for an automatic transmission according to claim 6, wherein an air supply stop instruction is simultaneously given to an air chamber opposite to the range switching side of the first air chamber and the second air chamber. When there is a shift speed change request including a change operation of the range shift section, the clutch actuator is instructed in advance to disengage the clutch, and then the preliminary air supply step is performed. Control method. In the air preliminary supply step, first, air is supplied from the first and second air chambers to the air chamber on the side opposite to the range switching side, and then the range shifting unit is moved to the range switching side. 9. The shift control method for an automatic transmission according to any one of claims 6 to 8, wherein air is supplied to the air chamber. A transmission main body connected to the engine via a clutch mechanism, a range transmission unit connected in series to the transmission main body, a clutch actuator for connecting and disconnecting the clutch mechanism, and an engagement gear for the transmission main body And a first air chamber that drives the range transmission unit to a range low position and a second air chamber that drives a range high position, and one of the first air chamber and the second air chamber. An air pressure type range actuator that performs a range switching operation of the range transmission unit by supplying air to the state, and a state after the range transmission unit is switched when the first air chamber and the second air chamber are out of air after the range switching. In an automatic transmission comprising a holding means for holding a gear and a control means for appropriately controlling each of the actuators according to a gear change request, In response to a request to a shift control method for an automatic transmission which controls suitably the actuators described above,
If there is a shift speed change request including a change operation of the range shift unit, an instruction to release the gear of the transmission body to the transmission actuator and a range switch of the range shift unit to the air pressure range actuator A speed change control method for an automatic transmission, characterized in that an instruction is given simultaneously. After instructing the gear main body to release the gear, if the gear main body is monitored to detect whether or not the gear main body has been disengaged, and the gear shift portion of the range transmission section is to be engaged, the air pressure range actuator The shift control method for an automatic transmission according to any one of claims 6 to 10, wherein an air supply state is controlled so as to temporarily stop the operation of the automatic transmission.

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