JP2006162080A - Gear shifting control device for multiaxial vehicular transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve superior gear shifting responsiveness even by manual gear shifting while reducing power loss caused by rotating resistance of each portion by cutting off a gear engaging/disengaging device for a pair of speed change gears not relating to traveling, excluding gear shifting a multiaxial vehicular transmission where a gear is shifted by switching two or three input shafts. <P>SOLUTION: As all of engagement clutches excluding a present gear shift stage is disengaged in S3 until a state just before shifting is detected, rotating resistance is reduced and power loss can be reduced. When a shift lever is operated and the state just before shifting is detected, the engagement clutches of a next gear shift stage is engaged in S5, and further when the shift lever is operated, and a shift command is detected, the input shaft is switched in S8 to shift gear, and the engagement clutch of the last gear shift stage is disengaged in S9. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shift control device for a parallel multi-shaft vehicle transmission, and more particularly to a technique for reducing power loss due to dragging of a relative rotating portion not involved in power transmission.

  (a) a plurality of mutually parallel input shafts that are rotationally driven via an input clutch, (b) an output shaft provided in parallel with the plurality of input shafts, and (c) the plurality of input shafts and the A plurality of transmission gear pairs that are provided between the output shaft and establish a plurality of shift speeds with different transmission ratios; and (d) a plurality of transmission gear pairs that are provided corresponding to the transmission gear pairs and that connect and disconnect power transmission. And (e) a shift request detecting device that detects that the shift operating member has been operated to a predetermined shift request position by a driver, and (f) is used for operating the shift operating member. Accordingly, there has been proposed a shift control device for a vehicle transmission that shifts while switching the plurality of input shafts by the input clutch. The device described in Patent Document 1 is an example, and is provided with two input shafts coaxially, and is connected in advance to a gear interrupting device for a transmission gear pair of the next gear stage, and one of the two input clutches. By engaging the other while releasing the gear, shifting is performed while maintaining the transmission state of the driving force.

In addition, the device described in Patent Document 2 shuts off all gear intermittent devices for a transmission gear pair that is not involved in power transmission other than the current gear stage during normal travel that is not at the time of shifting, and the next gear stage at the time of shifting. After the gear intermittent device for the transmission gear pair is connected, the input clutch is switched to change the speed. In this case, the other input shaft unrelated to the current power transmission is forced as the output shaft rotates, as in the case where the gear intermittent device for the next gear stage is connected in advance. Since there is no rotation, power loss due to rolling resistance of the bearing supporting the input shaft, drag resistance of the input clutch, and the like is reduced. That is, when the other input shaft is not forcibly rotated, the input shaft is relatively rotated at a portion with a small rotational resistance (for example, a support portion by a bearing), and is relatively rotated at a portion with a large rotational resistance (for example, an input clutch). As a result, the rotational resistance is reduced as a whole, and the power loss is reduced.
JP 10-89456 A JP-A-8-4788

  However, if the input clutch is switched and the gear is switched after connecting the gear intermittent device for the next speed gear pair during the shift as described above, the shift operation member is operated to the predetermined shift request position by the driver. In the case of a manual shift that detects this and shifts, the responsiveness from the shift operation of the driver to the actual shift is deteriorated, and there is a possibility of causing a feeling of stickiness.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to cut off the gear interrupting device of the transmission gear pair that is not involved in power transmission during traveling other than during shifting, An object of the present invention is to make it possible to obtain excellent shift responsiveness even with manual shift while suppressing power loss due to rotational resistance such as rolling resistance and drag resistance.

  In order to achieve such an object, the first invention is as follows. (A) A plurality of input shafts and output shafts parallel to each other are provided as switching shafts, and the switching shafts are connected to power transmission, While being connected to an input side or output side member via a switching interrupting device that shuts off, (b) provided between the plurality of switching shafts and the other shaft, and having different gear ratios A plurality of transmission gear pairs that establish a plurality of shift speeds, (c) a plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pairs to connect and disconnect power transmission, and (d) by the driver A shift request detecting device that detects that the shift operation member has been operated to a predetermined shift request position, and (e) the plurality of switching shafts by the switching intermittent device according to the operation of the shift operation member. Parallel multi-shaft car that changes speed while switching (F) There are two switching shafts between the two switching shafts and the other shaft, and the plurality of transmission gear pairs establish an odd number of gears. (G) a state immediately before the shift in which the shift operation member is highly likely to be operated to the shift request position. (H) All the gear interrupting devices for the gears other than the current gear stage are shut off until the state immediately before the shift is detected by the immediately preceding shift detecting device. A gear on / off control means for connecting a gear on / off device for a gear pair of the next gear stage after a state is detected; and (i) the shift request detection that the shift operating member has been operated to the shift request position. For switching after being detected by the device With shifting by switching the switching shaft by connection device, and having a speed change means for blocking the gear for intermittent device gear pair of the previous gear position.

  According to the second aspect of the present invention, (a) at least one of an input shaft and an output shaft that are parallel to each other is provided as a switching shaft, and the plurality of switching shafts are connected via a switching interrupting device that connects and disconnects power transmission, respectively. (B) a plurality of gears that are provided between the plurality of switching shafts and the other shaft, and that establish a plurality of gear stages having different gear ratios. A transmission gear pair, (c) a plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pair to connect and disconnect power transmission, and (d) a shift operation member is provided with a predetermined shift request by a driver. A shift request detecting device that detects that the switch has been operated to a position, and (e) a parallel shift gear that performs a shift while switching the plurality of switching shafts by the switching interrupting device according to an operation of the shift operation member. In a shift control device for a shaft type vehicle transmission (F) There are three switching shafts, and between the three switching shafts and the other shaft, there are (1 + 3N) [where N is 0 or a natural number] between the plurality of transmission gear pairs. While being arranged separately, a transmission gear pair that establishes a shift stage, a transmission gear pair that establishes a (2 + 3N) shift stage, and a transmission gear pair that establishes a (3 + 3N) shift stage, (g) the shift An immediately preceding shift detecting device that detects a state immediately before a shift that is highly likely to operate the operating member to the shift request position, and (h) a current shift stage until the immediately preceding shift state is detected by the immediately preceding shift detecting device. Gear interruption control means for interrupting all the gear interruption devices of the transmission gear pairs other than that, and connecting the gear interruption device of the transmission gear pair of the next gear stage after the state immediately before the shift is detected; (i) The shift operation member is operated to the shift request position Is detected by the shift request detecting device, and the gear is switched by switching the switching shaft by the switching interrupting device, and the transmission means for interrupting the gear interrupting device of the transmission gear pair of the previous gear stage is provided. It is characterized by having.

  The third invention is provided with (a) a plurality of parallel input shafts that are rotationally driven via a switching interrupting device for connecting and disconnecting power transmission, and (b) parallel to the plurality of input shafts. An output shaft; and (c) a plurality of transmission gear pairs provided between the plurality of input shafts and the output shaft and establishing a plurality of transmission speed stages having different transmission gear ratios; and (d) corresponding to the transmission gear pairs. A plurality of gear interrupting devices that connect and disconnect power transmission, respectively, and (e) a shift request detecting device that detects that the shift operating member has been operated to a predetermined shift request position by the driver, (F) In a shift control device for a parallel multi-shaft vehicle transmission that performs a shift while switching the plurality of input shafts by the switching intermittent device according to an operation of the shift operation member, (g) There are two input shafts, and between the two input shafts and the output shaft. The plurality of transmission gear pairs are divided into a transmission gear pair that establishes an odd-numbered shift stage and a transmission gear pair that establishes an even-numbered shift stage, while (h) the shift operation member is (I) a shift gear other than the current gear position until the immediately preceding shift state is detected by the immediately preceding shift detection device; Gear interrupt control means for disconnecting all the gear interrupting devices of the gear pair and connecting the gear interrupting device of the transmission gear pair of the next gear stage after the state immediately before the shift is detected; (j) the shift operation After the shift request detecting device detects that the member has been operated to the shift request position, the input / output shaft is switched by the switching interrupting device, and the gear for the transmission gear pair of the previous shift stage is used. Intermittent And having a speed change means for blocking.

  The fourth invention is provided with (a) a plurality of parallel input shafts that are rotationally driven via a switching interrupting device for connecting and disconnecting power transmission, respectively, and (b) parallel to the plurality of input shafts. An output shaft; and (c) a plurality of transmission gear pairs provided between the plurality of input shafts and the output shaft and establishing a plurality of transmission speed stages having different transmission gear ratios; and (d) corresponding to the transmission gear pairs. A plurality of gear interrupting devices that connect and disconnect power transmission, respectively, and (e) a shift request detecting device that detects that the shift operating member has been operated to a predetermined shift request position by the driver, (F) In a shift control device for a parallel multi-shaft vehicle transmission that performs a shift while switching the plurality of input shafts by the switching intermittent device according to an operation of the shift operation member, (g) The number of the input shafts is three, and between the three input shafts and the output shaft, The plurality of transmission gear pairs includes a transmission gear pair that establishes a (1 + 3N) (where N is 0 or a natural number) transmission speed pair, a transmission gear pair that establishes a (2 + 3N) transmission stage, and a (3 + 3N) transmission. (H) a shift immediately before detection device that detects a state immediately before a shift that is likely to be operated to the shift request position, and (h) (i) Until the state immediately before the shift is detected by the immediately preceding shift detection device, all the gear interrupting devices for the gear pairs other than the current gear stage are disconnected, and after the immediately preceding shift state is detected, the next state is detected. A gear on / off control means for connecting a gear on / off device for a speed change gear pair, and (j) after the shift request detecting device detects that the shift operation member has been operated to the shift request position, Switching off With shifting by switching the input shaft by the device, and having a speed change means for blocking the gear for intermittent device gear pair of the previous gear position.

  In the shift control device according to the first and second inventions, the gear interrupting device for the transmission gear pair that is not involved in power transmission other than the current gear stage until the state immediately before the shift is detected by the device immediately before the shift. Therefore, the switching shaft that is not involved in power transmission during normal travel that is not at the time of shifting is allowed to rotate freely, and the relative rotational parts of the parts mechanically related to the switching shaft Of these, relative rotation is performed at a portion with a low rotational resistance (for example, a support portion using a bearing) and relative rotation is not performed at a portion with a large rotational resistance (for example, a switching intermittent device portion). Is reduced.

  On the other hand, when it is detected by the immediately preceding shift detecting device that the shift operating member is likely to be operated to the shift request position by the driver, the gear intermittent device for the next gear stage shift gear pair is detected. When the shift request detecting device detects that the shift operation member has been further moved to the shift request position, the switching operation is switched to the shift shaft by the switching intermittent device, so that the shift operation member moves to the shift request position. As compared with the case where the gear intermittent device for the next gear stage is connected and the switching shaft is switched after being operated, the shift response from the shift operation of the driver to the actual shift is improved.

  The third invention and the fourth invention substantially correspond to one embodiment of the first invention and the second invention, respectively, and the same effects as the first invention and the second invention can be obtained. The plurality of input shafts of the third invention and the fourth invention correspond to the plurality of switching shafts of the first invention and the second invention.

  Here, in the third and fourth inventions, a plurality of input shafts are provided as switching shafts, and the transmission is changed by appropriately switching the power transmission with the input side member such as the engine crankshaft by the switching intermittent device. However, when the first and second inventions are implemented, a plurality of output shafts are provided as switching shafts, and power is transmitted between members on the output side such as ring gears of the differential gear device by the switching intermittent device. It can also be configured to change gears as appropriate. As a driving force source for driving the vehicle, an electric motor or the like can be employed in addition to an engine that operates by fuel combustion.

  The plurality of switching shafts (input shafts in the third and fourth inventions) can be arranged coaxially so as to be inserted through the shaft centers of the other switching shafts. It can also be arranged. In addition, a transmission gear pair provided between each switching shaft and the other shaft is determined so that the switching shaft is switched during normal shifting. Specifically, when there are two switching shafts, the first gear, the third gear, the fifth gear, etc. (odd numbers) so that the gear is shifted while switching the switching shaft every gear. Of the transmission gears) and the transmission gear pairs of the second, fourth, sixth,... (Even speed) gears. When there are three switching shafts, the transmission gear pair that establishes the first and fourth shift stages (1 + 3N stage), the transmission gear pair that establishes the second and fifth shift stages (2 + 3N stage), The transmission gear pair is divided into three gears that establish the third shift speed and the sixth shift speed (3 + 3N speed). In this case, it is possible to cope with a jump gear shift. The “N” is 0 or a natural number.

  One shaft may be provided on the side opposite to the switching shaft (output shaft in the third and fourth inventions), but a plurality of shafts may be provided. When multiple units are provided, they are connected by gears, chains, belts, etc. so that power is always transmitted between members on the output side such as the ring gear of the differential gear device or members on the input side such as the crankshaft of the engine. It doesn't matter.

  As the switching interrupting device, a friction engagement type clutch is preferably used, but a brake that outputs from the output element by fixing the reaction element may be used. The clutch and brake are always kept in an engaged state by a spring member such as a diaphragm spring, and are released by an actuator such as a hydraulic type or an electric type, or a single plate type that is frictionally engaged by hydraulic pressure or electromagnetic force. Various modes such as a multi-plate friction engagement device are possible. In addition to simply connecting and disconnecting the power transmission, the power transmission can be performed by changing the speed with a different gear ratio for each of the plurality of switching shafts.

  As the gear interrupting device, a synchronous mesh clutch is preferably used, but various interrupting devices such as a hydraulic friction clutch can be adopted. The gear interrupting device can be disposed on either the input shaft side or the output shaft side.

  The shift operation member is constituted by a shift lever that is operated to move to two shift request positions, for example, an upshift position for switching to a gear stage with a small gear ratio and a downshift position for switching to a gear stage with a large gear ratio. The request detection device includes an ON-OFF switch that is switched ON and OFF by operating the shift lever to the upshift position and the downshift position. The shift request position may be determined for each shift stage, and any shift stage may be directly selected by operating the shift lever to the shift request position. It can be configured by an ON-OFF switch or a stroke sensor provided for each.

  For example, the detection device immediately before shifting indicates that a predetermined operating force has been applied to a position sensor such as an ON-OFF switch or a stroke sensor that detects that the shift operation member has reached the vicinity of the shift request position, or a shift operation member. It includes a load sensor for detection. When the shift request position is determined for each shift stage, the state immediately before the shift can be detected in the same manner as described above when the shift operation member is operated to the shift request position of the next shift stage. It is also possible to determine the state immediately before the shift by detecting, for example, a shift request detecting device that the shift operation member has come out of the shift request position of the previous shift stage. In that case, if an arbitrary gear stage can be directly selected, the gear intermittent control device, for example, outputs required amount (accelerator operation amount, etc.), vehicle speed, presence of brake operation, etc. The next gear position may be predicted from the operating state, and the gear intermittent device for the corresponding gear pair may be connected. When three switching shafts are provided, for the two switching shafts other than the switching shaft involved in the current gear stage, the next gear stage is predicted one by one, and the gears of those gear pairs are changed. A gear interrupting device may be connected.

  The transmission means shifts the switching shaft (the input shaft in the third and fourth inventions) by the switching interrupting device and shifts the gear, and interrupts the gear interrupting device of the transmission gear pair of the previous shift stage. Although it is desirable to shut off the gear interrupting device at the gear stage in parallel with the switching of the switching shaft or promptly after switching the switching shaft, it should be shut off after satisfying a predetermined breaking condition. Various modes are possible, such as.

  The gear intermittent control device shuts off all gear intermittent devices for gear pairs other than the current gear stage until the state immediately before the shift is detected by the immediately preceding shift detection device. When certain conditions are satisfied, such as when a mode is selected, it is anticipated even during normal travel other than during a shift where the state immediately before the shift is not detected in preference to the disconnection by the gear intermittent control device. Various modes are possible, such as connecting a gear interrupting device for the next transmission gear pair. In addition, when the state immediately before the shift is detected, the gear intermittent control means connects the gear intermittent device for the next shift stage. It is desirable that this operation is performed after the gear discontinuity device of the first gear is completely connected.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 to which the first invention and the second invention are applied, which is for an FF (front engine / front drive) vehicle, and is powered by combustion of fuel. An engine 12, a transmission 14, and a differential gear device 16 are provided. The engine 12 is a driving force source for traveling. Further, the transmission 14 is disposed in a common housing together with the differential gear device 16 to constitute a transaxle.

  The transmission 14 is a parallel multi-shaft type including two input shafts 18 and 20 and two output shafts 22 and 24 which are parallel to each other, and the two input shafts 18 and 20 are respectively connected to the input clutch C1. , C2 is connected to the crankshaft 12c of the engine 12, and one input shaft 18 projects through the axis of the other input shaft 20. The input clutches C1 and C2 are switching intermittent devices for connecting and disconnecting power transmission between the input shafts 18 and 20 as switching shafts and the crankshaft 12c as a member on the input side, both of which are always engaged by a diaphragm spring. While being held in the combined state, the clutch C1 release device 90 and the clutch C2 release device 92 (see FIG. 2) are independently released (shut off), and the released state is maintained without external input. Yes. For example, the clutch C1 release device 90 and the clutch C2 release device 92 operate a release hydraulic cylinder via a worm gear, a screw shaft, or the like by an electric motor, and release an engagement state by a diaphragm spring via a release bearing. The engagement torque is continuously changed, and the release state can be maintained without power supply by the action of a worm gear or the like. The switching interrupting device includes the clutch C1 release device 90 and the clutch C2 release device 92.

  The transmission 14 is capable of 6 forward speeds and 1 reverse speed. Between the input shaft 18 and the output shafts 22 and 24, the first speed stage, the third speed stage, and the fifth speed stage (odd number) Of the transmission gears 26a, 26c, and 26e, and the gears on the output shafts 22 and 24 side of the transmission gear pairs 26a, 26c, and 26e are the output shafts 22 thereof. , 24 can be rotated relative to each other, and power transmission between the output shafts 22, 24 is connected and cut off by the meshing clutches 28a, 28c, 28e, respectively. The transmission gear pairs 26c and 26e are provided at the same position in the axial direction, and the gears on the input shaft 18 side are common. Further, between the input shaft 20 and the output shafts 22 and 24, a pair of transmission gears 26b and 26d that establish the second shift stage, the fourth shift stage, and the sixth shift stage (even number of forward shift stages), and 26f is disposed, and the gears on the output shafts 22 and 24 side of the transmission gear pairs 26b, 26d, and 26f are rotatable relative to the output shafts 22 and 24, respectively, and the meshing clutches 28b and 28d, respectively. , 28f, the power transmission between the output shafts 22 and 24 is connected and cut off. The transmission gear pairs 26d and 26f are provided at the same position in the axial direction, and the gears on the input shaft 20 side are common. The output shaft 24 is further provided with a reverse gear pair 32 that establishes a reverse gear position with respect to the counter shaft 30 for reverse travel, and the gear on the output shaft 24 side of the reverse gear pair 32 outputs its output. Relative rotation with respect to the shaft 24 is possible, and power transmission to and from the output shaft 24 is connected and cut off by the meshing clutch 34. The countershaft 30 is provided with a reverse gear 36 that meshes with the gear on the input shaft 18 side of the transmission gear pair 26 a and is rotated by the input shaft 18. The output shafts 22 and 24 and the counter shaft 30 are arranged around the axis of the input shafts 18 and 20, and FIG. 1 is a development view showing these axes in a common plane. is there.

  The meshing clutches 28a to 28f (hereinafter simply referred to as the meshing clutch 28 unless otherwise distinguished) are connected to the input shaft 18 via the transmission gear pairs 26a to 26f (hereinafter simply referred to as the transmission gear pair 26 unless otherwise distinguished). A gear interrupting device for connecting and disconnecting power transmission between the output shaft 22 and the output shaft 22 or 24 and having a synchronization mechanism such as a synchronizer ring. The meshing clutch 34 is an interrupting device that connects and disconnects power transmission between the output shaft 24 and the counter shaft 30 and further the input shaft 18 via the reverse gear pair 32, and has a synchronization mechanism such as a synchronizer ring. Configured. The engagement clutches 28a and 28c are connected and disconnected by a common clutch hub sleeve 38a, the engagement clutches 28b and 28d are connected and disconnected by a common clutch hub sleeve 38b, and the engagement clutch 28e is connected by a clutch hub sleeve 38c. The meshing clutches 28f and 34 are connected and disconnected by a common clutch hub sleeve 38d. These four clutch hub sleeves 38a to 38d are respectively moved in the axial direction by a sleeve moving device 94 (see FIG. 2), and when a predetermined meshing clutch 28 or 34 is meshed and engaged. Any one of six forward speeds and one reverse speed is established in conjunction with the engagement of the input clutch C1 or C2. The gear interrupting device is configured including the sleeve moving device 94.

  The sleeve moving device 94 includes a shift / select shaft 42 that is rotatable in the select direction (around the axis) and movable in the shift direction (axial direction). The shift / select shaft 42 has a total of four engagement positions that can be engaged with any of the clutch hub sleeves 38a to 38d in the select direction, and a non-engagement position that is not engaged with any of the clutch hub sleeves 38a to 38d. A neutral position (the state shown in FIG. 1) in which the meshing clutches 28 and 34 are both shut off in the shift direction, and is moved from the neutral position to the left in FIG. A first shift position for meshing engagement of 28a, 28b, or 34, and a second shift position for meshing engagement of the meshing clutch 28c, 28d, 28e, or 28f by moving from the neutral position to the right in FIG. It is positioned at a total of three shift positions. By the movement of the shift / select shaft 42 in the select direction and the shift direction, any of the mesh clutches 28 or 34 can be meshed and engaged, or all the mesh clutches 28 and 34 can be disconnected. . Further, since the disengagement position is determined at the select position, the shift / select shaft 42 is moved to the disengagement position in a state where any one of the meshing clutches 28 is meshed and engaged, It is possible to engage another engagement clutch 28, and two of the six engagement clutches 28 having different clutch hub sleeves 38a to 38d and input shafts 18 and 20, specifically engagement clutches 28a, 28c, 2 and 28e and any one of the meshing clutches 28b, 28d, and 28f can be meshed simultaneously.

  The output shafts 22 and 24 are provided with output gears 52 and 54, respectively, which are meshed with the ring gear 50 of the differential gear device 16, which is a member on the output side. The output gears 52 and 54 have different numbers of teeth, and the gear ratio (tooth ratio) of the transmission gear pair 26 and the reverse gear pair 32 and the number of teeth of the reverse gear 36 take into account the number of teeth of the output gears 52 and 54. Thus, the predetermined gear ratio is set. The differential gear device 16 is of a bevel gear type, and drive shafts 58R and 58L are connected to the pair of side gears 56R and 56L by spline fitting or the like, respectively, and rotationally drive left and right front wheels (drive wheels) (not shown).

  Here, the relative rotation portion of the transmission 14, specifically, the gears on the output shaft 22 or 24 side of the transmission gear pair 26 and the reverse gear pair 32, and seven positions between the output shaft 22 or 24. Needle bearings are respectively disposed at the relative rotation portion and the relative rotation portion between the input shafts 18 and 20, so that the rotational resistance associated with the relative rotation is reduced. Needle bearings are provided between the input shafts 18 and 20 at two locations spaced apart in the axial direction.

  In the transmission 14, the four clutch hub sleeves 38a to 38d are moved by a single shift / select shaft 42. However, a sleeve moving device is provided for each clutch hub sleeve 38a to 38d. These may be moved independently of each other. In such a case, among the plurality of meshing clutches 28, two clutch hub sleeves 38a to 38d and input shafts 18 and 20 that are different can be meshed and engaged at the same time. The clutch hub sleeves 38a to 38d can also be provided separately for each of the meshing clutches 28a to 28f.

  In addition, the pair of input shafts 18 and 20 are connected to the crankshaft 12c via the input clutches C1 and C2. For example, the input shafts 18 and 20 are switched between the output shafts 22 and 24 and the output gears 52 and 54, respectively. It is also possible to provide a clutch as an interrupting device and use the output shafts 22 and 24 as switching shafts. In that case, the input shafts 18 and 20 can be configured as a single input shaft and can be integrally connected to the crankshaft 12c.

On the other hand, FIG. 2 is a block diagram illustrating a control system provided in the vehicle drive device 10 of the present embodiment. Signals input to the electronic control device 60 and signals output from the electronic control device 60 are illustrated. The engine rotation speed (NE) sensor 62, the first input rotation speed (Nin1) sensor 64, the second input rotation speed (Nin2) sensor 66, the output rotation speed (Nout) sensor 68, and the accelerator operation amount sensor are illustrated. 70, foot brake switch 71, lever position sensor 72, upshift switch 74, downshift switch 76, upshift detection switch 78, downshift detection switch 80, etc. Speed Nin1, Nin2, rotation speed Nout of one of output shafts 22 and 24 (corresponding to vehicle speed V), driving Accelerator pedal operation amount Acc corresponding to the user's output request amount, foot brake ON / OFF, lever position P _SH which is the operation position of the shift lever 100 (see FIG. 3), gear shift upshift command R _UP , down Signals indicating a shift command R _DN , a state BS _UP just before an upshift operation, a state BS _DN just before a downshift operation, and the like are supplied.

The shift lever 100 is disposed beside the driver's seat, for example, and has three operation positions “R (reverse)”, “N (neutral)”, and “S (sequential)” as shown in FIG. It is adapted to be positioned and held in the selected operation, the lever position sensor 72, for example detects the operation position (lever position) P _SH by each operating position a plurality of oN-OFF switch or the like which is disposed in . When the shift lever 100 is operated to the “R” position, the reverse gear clutch 34 is engaged and engaged to establish a reverse gear position. When the shift lever 100 is operated to the “N” position, When all the meshing clutches 28 and 34 are disconnected, the power transmission is cut off (neutral). Further, at the “S” position, a sequential mode (manual shift mode) in which a plurality of forward shift stages are changed manually by the driver's intention to shift is established, and “(+)” provided in the front-rear direction of the vehicle. When the position and the “(−)” position are operated and this is detected by the upshift switch 74 and the downshift switch 76, the plurality of forward shift stages of the transmission 14 are up / down. The “(+)” position is the up position, and the gear position is shifted up by one step to the higher speed side where the gear ratio is small, while the “(−)” position is the down position. Each time the operation is performed, the gear position is shifted down, that is, one gear position is shifted to the low speed position side with a large gear ratio. The shift lever 100 corresponds to a shift operation member, the upshift switch 74 and the downshift switch 76 correspond to a shift request detection device, and the “(+)” position and the “(−)” position are shift request positions.

  A moderation mechanism is provided between the “R” position and the “N” position, and between the “N” position and the “S” position, and a necessary operating force is increased by a biasing device such as a spring and a cam. As a result, a sense of moderation is given to the operation of the shift lever. In addition, the “(−)” position and the “(+)” position provided before and after the “S” position are both unstable, and the operations to the “(−)” position and “(+)” position are performed. The shifted shift lever 100 is automatically returned to the “S” position by a biasing device such as a spring.

The upshift switch 74 and the downshift switch 76 are both ON-OFF switches, and are provided in the vicinity of the “(+)” position and the “(−)” position, respectively, as shown in FIG. When the shift lever 100 reaches the vicinity of the “(+)” position, the shift lever 100 switches from OFF to ON and outputs a signal indicating the upshift command R _UP , while the downshift switch 76 indicates that the shift lever 100 is “(−)”. When the vicinity of the position is reached, the signal is switched from OFF to ON, and a signal representing the downshift command R _DN is output. Further, the detection switch 78 immediately before the upshift and the detection switch 80 immediately before the downshift are also ON-OFF switches, and as is apparent from FIG. 4, are closer to the front than the upshift switch 74 and the downshift switch 76, that is, close to the “S” position. The switch 78 immediately before the upshift outputs a signal indicating the state immediately before the shift BS _UP with a high possibility of an upshift operation, and is switched immediately before the downshift. The detection switch 80 outputs a signal indicating a state _BSDN immediately before a shift with a high possibility of a downshift operation. These immediately before upshift detection switch 78 and immediately before downshift detection switch 80 correspond to the immediately before shift detection device.

  Returning to FIG. 2, the electronic control unit 60 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and is stored in advance in the ROM while using a temporary storage function of the RAM. By performing signal processing according to the program, the throttle actuator 82, the ignition device 84, the fuel injection device 86, etc. are controlled to control the output of the engine 12, or the clutch C1 release device 90, the clutch C2 release device 92, the sleeve The moving device 94 is controlled to perform shift control of the transmission 14, and other various controls are executed.

Figure 5 is a flowchart for explaining the specific content of the shift control executed by the signal processing of the electronic control unit 60, in step S1, based on the signal representing the lever position P _SH supplied from the lever position sensor 72 Thus, it is determined whether or not the shift lever 100 is operated to the “S” position, in other words, whether or not it is a sequential mode in which a plurality of forward shift stages are changed manually by the driver's intention to shift. If it is not the “S” position, the process is terminated, but if it is the “S” position, step S2 is executed, and the shift lever 100 is moved from the “S” position to the “(+)” position or the “(−)” position side. It is determined whether a signal indicating an immediately preceding upshift state BS _UP or an immediately preceding downshift state _BSDN is supplied from the immediately preceding upshift detecting switch 78 or the immediately preceding downshift detecting switch 80 as to whether or not an operation has been performed. Judgment by If a signal representing the state BS _UP or BS _DN immediately before the shift is supplied, step S4 and the subsequent steps are executed. However, if none of them is supplied, that is, if the vehicle is traveling normally without the state immediately before the shift, the step S3 is executed, and all the meshing clutches 28 of the transmission gear pairs 26 other than the current gear stage not involved in power transmission are disconnected. Thereby, the free rotation of the input shaft 18 or 20 that is not involved in power transmission among the pair of input shafts 18 and 20 is allowed.

  For example, FIG. 6 shows a case where the meshing clutch 28a is meshed and engaged, and the first shift speed is established, and the input clutch C1 passes through the input shaft 18, the transmission gear pair 26a, the meshing clutch 28a, and the output shaft 22. Power is transmitted to the differential gear device 16 and further to the drive shafts 58R and 58L. At this time, during the normal running in which the above step S3 is executed, the other meshing clutches 28b to 28f are all shut off, so that power is transmitted between the other input shaft 20 and the output shafts 22 and 24. In addition, since the input clutch C2 is in the released state, the input shaft 20 can freely rotate, and the portion of the relative rotational portion of each part mechanically related to the input shaft 20 has a small rotational resistance. In the portion where the rotation resistance is relatively large and the rotation resistance is large, the rotation does not relatively occur, and the rotation resistance is reduced as a whole, and the power loss is reduced. Specifically, for example, when the drag resistance of the input clutch C <b> 2 is large, the input shaft 20 is rotated together with the crankshaft 12 c and is rotated substantially integrally with the input shaft 18, while the input shaft 20 is caused to rotate. Then, when the transmission gear pairs 26b, 26d, and 26f are driven to rotate, the gears on the output shafts 22 and 24 side of the transmission gear pairs 26b, 26d, and 26f are rotated relative to the output shafts 22 and 24. It is done.

  On the other hand, as shown in FIG. 7, when the meshing clutch 28b involved in the second speed, which is the next speed, is engaged, and the speed change gear pair 26b is connected to the output shaft 22, Since the input shaft 20 is rotationally driven through the transmission gear pair 26b, the input clutch C2 is relatively rotated, and a relatively large rotational resistance is generated by dragging. The transmission gear pairs 26d and 26f other than the transmission gear pair 26b are rotationally driven by the input shaft 20, and the gears on the output shafts 22 and 24 side of the transmission gear pairs 26d and 26f are connected to the output shafts 22 and 24. The relative rotation is the same as when the meshing clutch 28b is disengaged as shown in FIG.

Returning to FIG. 5, when a signal indicating the state immediately before the shift BS _UP or BS _DN is supplied from the immediately preceding upshift detection switch 78 or the immediately preceding downshift detection switch 80, the determination in step S2 is YES (positive), S4 and subsequent steps are executed. In step S4, it is determined whether or not the preshift in step S5 has already been completed by using a flag or the like. If the preshift has been completed, step S7 and subsequent steps are immediately executed, but the determination in step S2 is YES. Since the pre-shift is not performed in the first cycle after that, step S5 is executed. In step S5, if a signal indicating the next shift stage, that is, the state immediately before the upshift BS _UP is supplied while the meshing engagement of the mesh clutch 28 with respect to the current shift stage is maintained by the sleeve moving device 94, one step up is performed. When a signal indicating a state immediately before downshifting BS _DN is supplied at the shift speed, the meshing clutch 28 of the shift gear pair 26 related to the shift speed one stage below is meshed. In the next step S6, it is determined whether or not the meshing engagement of the meshing clutch 28 at the next shift stage is completed, for example, based on the movement stroke of the shift / select shaft 42, and the meshing engagement, that is, the preshift is completed. Step S7 and subsequent steps are executed. FIG. 7 shows that the shift lever 100 is operated to the “(+)” position side during traveling at the first shift speed, and a signal indicating the state BS _UP just before the upshift is supplied from the switch 78 just before the upshift. In this state, the meshing clutch 28b involved in the second shift stage is meshed and engaged while the meshing clutch 28a involved in the first shift stage is engaged.

In step S7, whether or not the shift lever 100 has reached the “(+)” position or the vicinity of the “(−)” position is determined by the upshift command R _UP or the downshift from the upshift switch 74 or the downshift switch 76. command R _DN is determined by whether or not the signal is supplied indicating a signal representing an upshift command R _uP or downshift command R _DN to perform the step S8 follows When supplied. In step S8, the input clutches C1 and C2 are switched (input switching by clutch-to-clutch) to perform a shift, and in step S9, the mesh clutch 28 of the previous shift stage is disconnected. The clutch-to-clutch input switching at step S8 is, for example, an input relating to the rear shift stage while releasing the input clutch C1 or C2 relating to the previous shift stage, similarly to the clutch-to-clutch shift in the planetary gear type automatic transmission which is currently frequently used. By gradually increasing the engagement torque of the clutch C1 or C2, the transmission of the driving force is not interrupted while preventing a large driving torque fluctuation (shift shock).

  FIG. 8 shows the state in which the input clutch C1 is engaged from the state in which the meshing clutch 28b involved in the second shift stage is meshed and engaged while the meshing clutch 28a involved in the first shift stage is meshed and engaged as shown in FIG. In this state, the input clutch C2 is engaged and the second shift stage is established, and the meshing clutch 28a involved in the first shift stage is disconnected. In this second shift stage, power is transmitted from the input clutch C2 to the differential gear device 16 and further to the drive shafts 58R, 58L via the input shaft 20, the transmission gear pair 26b, the meshing clutch 28b, and the output shaft 22. Since the other meshing clutches 28a, 28c to 28f are all shut off, power transmission is not performed between the other input shaft 18 and the output shafts 22, 24, and the input clutch C1 is in the released state. Therefore, the input shaft 18 can freely rotate. As a result, the relative rotation portion of each part mechanically related to the input shaft 18 is relatively rotated at a portion where the rotational resistance is small, and at the portion where the rotational resistance is large, the relative rotation is stopped, so that the rotational resistance is small as a whole. Thus, power loss is reduced. Specifically, for example, when the drag resistance of the input clutch C1 is large, the input shaft 18 is rotated together with the crankshaft 12c and rotated substantially integrally with the input shaft 20, whereas the input shaft 18 is caused by the rotation of the input shaft 18. Then, the transmission gear pairs 26a, 26c, and 26e are driven to rotate, so that the gears on the output shafts 22 and 24 side of the transmission gear pairs 26a, 26c, and 26e rotate relative to the output shafts 22 and 24. It is done.

As described above, the transmission 14 according to the present embodiment is configured so that the signal indicating the immediately before shift state BS _UP or BS _DN is supplied from the immediately preceding upshift detecting switch 78 or the immediately preceding downshift detecting switch 80 until the current signal is supplied in step S3. Since all the meshing clutches 28 of the speed change gear pairs 26 other than the shift stage are disengaged, the input shaft 18 or 20 that is not involved in power transmission during normal travel that is not at the time of shifting is allowed to freely rotate, and the input shaft Of the relative rotation parts of each part mechanically related to 18 or 20, the part having a small rotational resistance (for example, a supporting part by a bearing) and the part having a large rotational resistance (for example, the input clutch C1 or C2 part) ) Does not rotate relative to each other, and the rotational resistance is reduced as a whole, and the power loss is reduced.

On the other hand, the driver operates the shift lever 100 from the “S” position to the “(+)” position or the “(−)” position, and the state immediately before the upshift from the detection switch 78 immediately before the upshift or the detection switch 80 immediately before the downshift. When a signal representing the BS _UP or the state BS _DN immediately before downshifting is supplied, in step S5, the meshing clutch 28 of the transmission gear pair 26 of the next gear stage is engaged, and the shift lever 100 is "(+)". When a signal representing the upshift command R _UP or the downshift command R _DN is supplied from the upshift switch 74 or the downshift switch 76 when the position or the vicinity of the “(−)” position is reached, the input clutch C1 and Upshift command to change gear by executing C2 changeover (clutch-to-clutch input switching) As compared with the case where the signal representative of the _UP or downshift command R _DN performs reconnecting the input clutch C1 and C2 together with the meshing clutch 28 of the next shift stage to meshingly engaged after being fed, the driver's shift operation The shift responsiveness from the start to the actual shift is improved.

  In the present embodiment, of the series of signal processing by the electronic control unit 60, the part that executes steps S2, S3, S4, S5, and S6 of FIG. 5 functions as gear intermittent control means, and steps S7, S8, And the part which performs S9 is functioning as a transmission means.

  Next, another embodiment of the present invention will be described. In the following embodiments, parts that are substantially the same as those in the above embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  A transmission 110 in FIG. 9 is suitable for the third and fourth inventions, and includes three input shafts 112, 114, 116 and two output shafts 22, 24 that are parallel to each other. The three input shafts 112, 114, 116 are connected to the crankshaft 12c of the engine 12 via input clutches C1, C2, C3, respectively, and the input shaft 114 Is inserted through the axis of the input shaft 116, and the input shaft 112 protrudes through the axis of the input shaft 114. The input clutches C1, C2, and C3 are switching intermittent devices that connect and disconnect power transmission between the input shafts 112, 114, and 116, which are switching shafts, and the crankshaft 12c, and are always engaged by a diaphragm spring. On the other hand, each of them is independently released (cut off) by the same clutch release device as in the above embodiment.

  The transmission 110 is capable of six forward speeds and one reverse speed, and between the input shaft 112 and the output shafts 24 and 22, a transmission gear pair 118a that establishes a first gear stage and a fourth gear stage, respectively. , 118d, and the gears on the output shafts 24, 22 side of the transmission gear pairs 118a, 118d are rotatable relative to the output shafts 24, 22, respectively, by mesh clutches 120a, 120d, respectively. The power transmission between the output shafts 24 and 22 is connected and cut off. Between the input shaft 114 and the output shafts 22 and 24, there are disposed transmission gear pairs 118b and 118e for establishing the second shift speed and the fifth shift speed, respectively, and the transmission gear pairs 118b, The gears on the output shafts 22 and 24 side of 118e can rotate relative to the output shafts 22 and 24, and the power transmission between the output shafts 22 and 24 is connected and cut off by the meshing clutches 120b and 120e, respectively. It has become. Further, between the input shaft 116 and the output shaft 24, there are disposed transmission gear pairs 118c and 118f that establish the third and sixth shift speeds, and these transmission gear pairs 118c and 118f. The gear on the output shaft 24 side can rotate relative to the output shaft 24, and the power transmission to and from the output shaft 24 is connected and cut off by the meshing clutches 120c and 120f, respectively. The output shaft 22 is further provided with a reverse gear pair 124 that establishes a reverse gear position with respect to the counter shaft 122 for reverse travel, and the gear on the output shaft 22 side of the reverse gear pair 124 outputs its output. Relative rotation with respect to the shaft 22 is possible, and power transmission to and from the output shaft 22 is connected and cut off by the meshing clutch 126. The reverse gear pair 124 is disposed at the same position as the transmission gear pair 118f in the axial direction, and the gear on the countershaft 122 side is meshed with the gear on the input shaft 116 side of the transmission gear pair 118f to rotate. It is supposed to be. The output shafts 22 and 24 and the counter shaft 122 are disposed around the axis of the input shafts 112, 114 and 116, and FIG. 9 is a development in which these axes are shown in a common plane. FIG. The output shaft 22 is omitted in the upper half of the shaft center except for the output gear 52, and the output shaft 24 is omitted in the lower half of the shaft center except for the output gear 54.

  The meshing clutches 120a to 120f (hereinafter simply referred to as the meshing clutch 120 unless otherwise distinguished) are input shafts 112 through transmission gear pairs 118a to 118f (hereinafter simply referred to as the transmission gear pair 118 unless otherwise distinguished). A gear interrupting device that connects and shuts off power transmission between 114 or 116 and the output shaft 22 or 24, and has a synchronization mechanism such as a synchronizer ring. The meshing clutch 126 is an interrupting device that connects and disconnects power transmission between the output shaft 22 and the countershaft 122 and further the input shaft 116 via the reverse gear pair 124, and has a synchronization mechanism such as a synchronizer ring. Configured. The engagement clutches 120a and 120e are connected and disconnected by a common clutch hub sleeve 128a, the engagement clutches 120b and 126 are connected and disconnected by a common clutch hub sleeve 128b, and the engagement clutches 120c and 120f are connected by a common clutch. The hub clutch 128d is connected and disconnected, and the meshing clutch 120d is connected and disconnected by the clutch hub sleeve 128d. These four clutch hub sleeves 128a to 128d are each moved in the axial direction by the sleeve moving device in the same manner as in the above-described embodiment, and when a predetermined meshing clutch 120 or 126 is meshed and engaged. Any one of the six forward speeds and the first reverse speed is established together with the engagement of the input clutch C1, C2, or C3.

  Also in such a transmission 110, it is possible to perform shift control according to the flowchart of FIG. 5, and the same effect as the above-described embodiment can be obtained. In addition, the transmission 110 includes three input shafts 112, 114, and 116. The input shaft 112 is provided with transmission gear pairs 118a and 118d for the first gear stage and the fourth gear stage. The shaft 114 is provided with transmission gear pairs 118b and 118e for the second and fifth gear positions, and the input shaft 116 is provided with transmission gear pairs 118c and 118f for the third and sixth gear stages. Therefore, not only the shift between consecutive shift stages (upshift and downshift), but also the jump shift between the first shift stage and the third shift stage, and the second shift stage and the fourth shift stage. The shift control is also performed according to the flowchart of FIG. 5 for the jump shift between the gears, the jump shift between the third gear and the fifth gear, and the jump between the fourth gear and the sixth gear. It can be carried out.

  The shift lever 130 in FIG. 10 is operated to six forward shift speed selection positions indicated by “1” to “6” and a reverse shift speed selection position indicated by “R” in accordance with the shift pattern 131 indicated by a bold line. And a pair of positions arranged in the vicinity of the shift position selection position in the shift direction (vertical direction in FIG. 10). The shift detection switches 134 and 136 detect which shift speed is selected, and shift control is performed according to the selected shift speed. Also, a pair of immediately preceding shift detection switches 138, 140 are provided in front of the shift detection switches 134, 136 in the shift direction, and the shift lever 130 is operated from the neutral position shown in the figure to a predetermined gear position selection position. At this time, the state immediately before the shift with a high possibility of the shift operation is detected prior to the detection by the shift detection switches 134 and 136. Accordingly, in this case as well, the shift control can be performed according to the flowchart of FIG. 5 as in the above embodiment, and the same effect can be obtained. The shift lever 130 corresponds to a shift operation member, the select position sensor 132 and the shift detection switches 134 and 136 correspond to a shift request detection device, the immediately before shift detection switches 138 and 140 correspond to a shift immediately before detection device, and “1 ”To“ 6 ”are forward shift speed selection positions and“ R ”is a reverse shift speed selection position. 10 is the front side of the vehicle.

  Without the above-mentioned immediately before shift detection switches 138 and 140, when the shift lever 130 is released from any of the forward gear selection positions and the shift detection switch 134 or 136 is switched from ON to OFF, It can also be judged. In this case, when the meshing clutch 28 or 120 of the next shift stage is meshed and engaged in step S5 of FIG. 5, for example, the accelerator operation amount when the shift detection switch 134 or 136 is switched from ON to OFF. What is necessary is just to predict the next gear stage from the driving | running states, such as Acc, vehicle speed V, and foot brake ON / OFF. Further, in the transmission 110 of FIG. 9, two input shafts 112, 114, and 116 (any two of them) excluding the input shafts 112, 114, and 116 that are involved in the power transmission of the current shift stage. It is also possible to predict the next gear position one by one and engage the meshing clutches 120 related to these gear speeds together. For example, when the accelerator operation is being performed and the vehicle speed V is increasing, the meshing clutch 120 of the two gear speeds that are continuous from the current gear speed to the upshift side, or the meshing of one gear speed on the upshift side and one on the downshift side. The clutch 120 is meshed and engaged, and when the accelerator is operated and the vehicle speed V is decreasing or when the accelerating is OFF and the vehicle speed V is increasing, the meshing clutch 120 of the two gears that are continuously shifted to the downshift side is meshed. Various modes, such as combining them, are possible.

  A shift lever 150 in FIG. 11 is used in place of the shift lever 100 or 130, and is moved to the “(+)” position, the “(−)” position, or the shift request positions “1” to “6”. The state immediately before the shift can be detected by the front load switch 152 and the rear load switch 154 which are operated and function as a detection device immediately before the shift. The shift lever 150 is arranged such that a knob 158 is rotatable around a pin 160 substantially parallel to the vehicle width direction with respect to the shaft portion 156, and the front load switch 152 is connected to the lower end portion of the knob 158 and the shaft portion. 156 is disposed on the front side of the vehicle, and when a forward operating force of a predetermined value or more is applied to the head of the knob 158, the knob 158 is rotated counterclockwise of the pin 160. It turns on. The rear load switch 154 is disposed between the lower end portion of the knob 158 and the shaft portion 156 and on the rear side of the vehicle, and a rearward operating force greater than or equal to a predetermined value is applied to the head of the knob 158. Further, the knob 158 is turned on when the pin 160 is rotated clockwise. The load switches 152 and 154 are load sensors that detect that a predetermined operation force is applied to the shift operation member, and are springs that are switched ON and OFF when the contact portion is pressed with a predetermined load value. Etc. are provided.

  For example, when applied to the shift lever 100 of FIG. 3, when the knob 158 is operated from the “S” position to the “(−)” position side or the “(+)” position side against the urging device. It is rotated around the pin 160, and the front load switch 152 or the rear load switch 154 is turned on, whereby the state immediately before the shift is detected.

  Further, when applied to the shift lever 130 of FIG. 10, the shift operation is performed from the “2”, “4”, “6”, or “R” position to the neutral position (intermediate position in the shift direction), or from the neutral position. The front load switch 152 is turned on when the shift operation is performed to the “1”, “3”, or “5” position, while the shift operation is performed from the “1”, “3”, or “5” position to the neutral position. Or when the shift operation is performed from the neutral position to the “2”, “4”, “6”, or “R” position, the rear load switch 154 is turned on, thereby detecting the state immediately before the shift. When the shift lever 130 (150) is operated from the neutral position to each gear position selection position, or when the shift lever 130 (150) is shifted from the gear position selection position to the neutral position, there is a predetermined operation resistance (moderation). Based on the resistance, the knob 158 is rotated around the axis of the pin 160 with respect to the shaft portion 156.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram showing a schematic configuration of a vehicle drive device including a speed change control device according to an embodiment of the present invention. It is a block diagram explaining the control system of the drive device of FIG. It is a perspective view which shows an example of the shift lever in the drive device of FIG. FIG. 4 is a diagram illustrating ON / OFF switches for detecting a shift request and detecting immediately before a shift disposed in the vicinity of the “S” position of the shift lever of FIG. 3. It is a flowchart explaining the shift control performed by the signal processing of the electronic controller of FIG. FIG. 6 is a skeleton diagram showing a state where the meshing clutch of another gear stage is disengaged (neutral standby) in step S3 of FIG. 5 when the transmission is in the first gear stage. When the shift lever is operated from the state of FIG. 6 and the state immediately before the upshift is detected, the state in which the meshing clutch of the next shift stage (second shift stage) is meshed and engaged in step S5 of FIG. FIG. 7 is a skeleton diagram showing a state in which the shift lever is upshifted from the state of FIG. 7 and input switching is performed in steps S8 and S9 of FIG. 5 and the meshing clutch of the previous gear (first gear) is disconnected. is there. It is a skeleton diagram showing an example of a transmission when three input shafts are provided as switching shafts. It is a figure which shows an example of the shift lever which can directly select a desired gear stage with the switch for a shift request detection and a detection just before a shift. It is sectional drawing which shows an example of the shift lever which can detect a state immediately before a shift by rocking | fluctuating a knob.

Explanation of symbols

14, 110: Transmission 18, 20, 112, 114, 116: Input shaft (switching shaft) 22, 24: Output shaft 26a-26f, 118a-118f: Transmission gear pair 28a-28f, 120a-120f: Meshing clutch ( 60: Electronic control unit 74: Upshift switch (shift request detection device) 76: Downshift switch (shift request detection device) 78: Immediately upshift detection switch (detection device just before shift) 80: Immediately before downshift Detection switch (detection device immediately before shift) 90: Clutch C1 release device (switching intermittent device) 92: Clutch C2 release device (switching intermittent device) 94: Sleeve moving device (gear intermittent device) 100, 130, 150: Shift Lever (shift operation member) 132: Select position sensor (shift request detection device) 134, 136: Shift detection switch (shift request detection device) 138, 140: Immediate shift detection switch (immediate shift detection device) 152: Front load switch (immediate shift detection device) 154: Rear load switch (immediate shift detection device) C1, C2, C3: Input clutch (switching intermittent device) (+): Up position (shift request position) (-): Down position (shift request position) “1” to “6”: Forward shift stage selection position (Shift request position)
Steps S2 to S6: Gear intermittent control means Steps S7 to S9: Transmission means

Claims (4)

A plurality of at least one of an input shaft and an output shaft that are parallel to each other is provided as a switching shaft, and the plurality of switching shafts are members on the input side or output side via a switching interrupting device that connects and disconnects power transmission, respectively. While being connected to
A plurality of speed change gear pairs that are provided between the plurality of switching shafts and the other shaft and that establish a plurality of speed stages with different speed ratios;
A plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pairs to connect and disconnect power transmission;
A shift request detecting device for detecting that the shift operating member has been operated to a predetermined shift request position by the driver;
In a shift control device for a parallel multi-shaft type vehicle transmission that performs a shift while switching the plurality of switching shafts by the switching interrupting device according to an operation of the shift operation member,
There are two switching shafts, and between the two switching shafts and the other shaft, the plurality of transmission gear pairs establish an odd number of gears and an even number of gears. While being arranged separately for the transmission gear pair,
A just-before-shift detection device that detects a state just before a shift where the shift operation member is likely to be operated to the shift request position;
Until the state immediately before the shift is detected by the immediately preceding shift detection device, all the gear interrupting devices for the gear pairs other than the current gear are shut off, and after the state immediately before the shift is detected, the next gear is detected. Gear intermittent control means for connecting the gear intermittent device of the transmission gear pair;
After the shift request detecting device detects that the shift operation member has been operated to the shift request position, the switching interrupting device is used to switch the switching shaft to change the speed, and the transmission gear pair of the previous shift stage Transmission means for interrupting the gear interrupting device;
A shift control device for a parallel multi-axis vehicle transmission, comprising: A plurality of at least one of an input shaft and an output shaft that are parallel to each other is provided as a switching shaft, and the plurality of switching shafts are members on the input side or output side via a switching interrupting device that connects and disconnects power transmission, respectively. While being connected to
A plurality of speed change gear pairs that are provided between the plurality of switching shafts and the other shaft and that establish a plurality of speed stages with different speed ratios;
A plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pairs to connect and disconnect power transmission;
A shift request detecting device for detecting that the shift operating member has been operated to a predetermined shift request position by the driver;
In a shift control device for a parallel multi-shaft type vehicle transmission that performs a shift while switching the plurality of switching shafts by the switching interrupting device according to an operation of the shift operation member,
The number of the changeover shafts is three, and the plurality of speed change gear pairs establish (1 + 3N) (where N is 0 or a natural number) between the three changeover shafts and the other shaft. While the transmission gear pair is divided into a transmission gear pair that establishes a (2 + 3N) shift stage and a transmission gear pair that establishes a (3 + 3N) shift stage,
A just-before-shift detection device that detects a state just before a shift where the shift operation member is likely to be operated to the shift request position;
Until the state immediately before the shift is detected by the immediately preceding shift detection device, all the gear interrupting devices for the gear pairs other than the current gear are shut off, and after the state immediately before the shift is detected, the next gear is detected. Gear intermittent control means for connecting the gear intermittent device of the transmission gear pair;
After the shift request detecting device detects that the shift operation member has been operated to the shift request position, the switching interrupting device is used to switch the switching shaft to change the speed, and the transmission gear pair of the previous shift stage Transmission means for interrupting the gear interrupting device;
A shift control device for a parallel multi-axis vehicle transmission, comprising: A plurality of parallel input shafts that are rotationally driven via a switching interrupting device that connects and disconnects power transmission,
An output shaft provided in parallel with the plurality of input shafts;
A plurality of transmission gear pairs that are provided between the plurality of input shafts and the output shaft and that establish a plurality of shift speeds having different gear ratios;
A plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pairs to connect and disconnect power transmission;
A shift request detecting device for detecting that the shift operating member has been operated to a predetermined shift request position by the driver;
In a shift control device for a parallel multi-shaft vehicle transmission that performs a shift while switching the plurality of input shafts by the switching interrupting device according to an operation of the shift operation member,
There are two input shafts, and between the two input shafts and the output shaft, the plurality of transmission gear pairs establish an odd number of shift stages and an even number of shift stages. While being arranged separately for the transmission gear pair,
A just-before-shift detection device that detects a state just before a shift where the shift operation member is likely to be operated to the shift request position;
Until the state immediately before the shift is detected by the immediately preceding shift detection device, all the gear interrupting devices for the gear pairs other than the current gear are shut off, and after the state immediately before the shift is detected, the next gear is detected. Gear intermittent control means for connecting the gear intermittent device of the transmission gear pair;
After the shift request detecting device detects that the shift operation member has been operated to the shift request position, the input / output shaft is switched by the switching interrupting device, and the transmission gear pair of the previous shift stage is changed. Transmission means for interrupting the gear interrupting device;
A shift control device for a parallel multi-axis vehicle transmission, comprising: A plurality of parallel input shafts that are rotationally driven via a switching interrupting device that connects and disconnects power transmission,
An output shaft provided in parallel with the plurality of input shafts;
A plurality of transmission gear pairs that are provided between the plurality of input shafts and the output shaft and that establish a plurality of shift speeds having different gear ratios;
A plurality of gear interrupting devices that are respectively provided corresponding to the transmission gear pairs to connect and disconnect power transmission;
A shift request detecting device for detecting that the shift operating member has been operated to a predetermined shift request position by the driver;
In a shift control device for a parallel multi-shaft type vehicle transmission that performs a shift while switching the plurality of input shafts by the switching interrupting device according to an operation of the shift operation member,
The number of the input shafts is three, and the plurality of transmission gear pairs establish (1 + 3N) (where N is 0 or a natural number) between the three input shafts and the output shaft. While the transmission gear pair is divided into a transmission gear pair that establishes a (2 + 3N) shift stage and a transmission gear pair that establishes a (3 + 3N) shift stage,
A just-before-shift detection device that detects a state just before a shift where the shift operation member is likely to be operated to the shift request position;
Until the state immediately before the shift is detected by the immediately preceding shift detection device, all the gear interrupting devices for the gear pairs other than the current gear are shut off, and after the state immediately before the shift is detected, the next gear is detected. Gear intermittent control means for connecting the gear intermittent device of the transmission gear pair;
After the shift request detecting device detects that the shift operation member has been operated to the shift request position, the input / output shaft is switched by the switching interrupting device, and the transmission gear pair of the previous shift stage is changed. Transmission means for interrupting the gear interrupting device;
A shift control device for a parallel multi-axis vehicle transmission, comprising:

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