JP2007327530A - Controller for transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To conduct synchronous control of a clutch mechanism in a transmission with a variable displacement pump motor for controlling torque transmission with high response without generating power loss. <P>SOLUTION: The controller for the transmission includes a pressure source for supplying fluid pressure to one of variable displacement pump motors connected to the clutch mechanism which is in a disengaging state and is not transmitting torque or to a member engaging with the clutch mechanism in a manner capable of transmitting torque, a fluid control mechanism for controlling a fluid pressure supplied to one of the variable displacement pump motors from the pressure source so as to adjust rotation numbers of the clutch mechanism in the disengaging state and the member to be engaged with and an extrusion capacity increase means (a step S6) for increasing an extrusion capacity of one of the variable displacement pump motors when the fluid pressure is supplied. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a transmission control device that can control torque transmitted by a variable displacement pump motor and that can select a transmission mechanism involved in torque transmission according to the state of engagement / release of a clutch mechanism. .

  The transmission selectively forms a plurality of power transmission paths between the input member and the output member, and makes the speed of rotation between the input member and the output member different by changing the acceleration / deceleration ratio in each power transmission path. It is a power transmission device configured to set a speed ratio as a ratio to a plurality of speed ratios. It is well known that this type of transmission is mounted on a vehicle. As a transmission for a vehicle, there are a large number of gear ratios that can be set, a small size and light weight, and power transmission efficiency. It is required to be expensive. Thus, for example, Patent Document 1 describes a transmission that can set seven or more shift stages and that can be downsized.

  The transmission described in Patent Document 1 is a so-called twin clutch type stepped transmission, which is connected to an engine via a first clutch and a first input shaft connected to the engine via a first clutch. The second input shaft, the output shaft, the auxiliary shaft connected to the first input shaft via a gear pair, and the first input shaft and the auxiliary shaft are provided and selectively engaged by the mesh clutch mechanism. And a plurality of gear pairs that are provided between the second input shaft and the output shaft and that are selectively connected by a meshing clutch mechanism. The transmission includes a gear stage that transmits torque from any one of the input shafts to the output shaft through a predetermined gear pair, and any output shaft from the input shaft to the output shaft through the predetermined gear pair and the sub shaft. It is configured to set a gear stage for transmitting torque, and as a result, it is configured to set seven or more gear stages including the reverse gear.

  The ultimate structure with as many gears as possible is a continuously variable transmission that can continuously change the gear ratio. According to the continuously variable transmission, the speed of the power source such as the engine is operated. It can be set to the optimum number of revolutions considering efficiency and the driving force can be changed in various ways. As an example of the continuously variable transmission, Patent Document 2 discloses a configuration in which a stepped transmission unit using a gear train and a continuously variable transmission unit using hydraulic pressure are arranged in parallel between an input shaft and an output shaft. Are listed.

Japanese Patent Application Laid-Open No. 2003-120764 JP 11-51150 A

  In the transmission described in Patent Document 1 described above, since the number of shift speeds that can be set is large, the engine can be operated in a state with good fuel efficiency, and the auxiliary shaft is effectively used. The transmission is reduced in size and weight as a whole, and as a result, the fuel consumption of the vehicle can be improved.

  However, the first clutch and the second clutch used for setting and changing the power transmission path are constituted by a hydraulic friction clutch to absorb the inertial force at the time of shifting transition, Therefore, there is room for improvement in terms of energy efficiency and shift response. In other words, since the hydraulic friction clutch is engaged by pressing the friction plate with hydraulic pressure, the clutch is engaged even in a steady state where the vehicle is traveling with a predetermined gear set. It is necessary to generate the hydraulic pressure, and power for that is always consumed.

  In addition, the clutch that is not involved in torque transmission is controlled to a so-called released state, and when engaging this, if there is a difference in rotational speed with the counterpart member, the rotational speed changes due to engagement, There is a possibility that inertial torque resulting from a change in the rotational speed appears as a shock. Therefore, a mechanism having a function of performing rotation synchronization such as a synchronous coupling mechanism may be used. However, it takes time to synchronize the rotation, which causes a reduction in shift response, and there is a problem that a complicated and expensive synchronization mechanism is required to shorten the time required for synchronization.

  Further, when the clutch in the released state is engaged, after the clearance between the friction plates is clogged, the friction plates are substantially engaged to transmit torque. Therefore, the time until the clearance is blocked becomes a delay time. In particular, the transmission described in Patent Document 1 is a so-called clutch-to-clutch shift in which the release of one clutch and the engagement of the other clutch proceed in a coordinated manner. Thus, the engagement or disengagement is advanced, so that not only complicated control is forced, but also the shift response is not always good.

  On the other hand, the transmission described in Patent Document 2 can function as a continuously variable transmission that continuously changes the gear ratio, but a continuously variable transmission that uses hydraulic pressure always generates hydraulic pressure. At the same time, the pressure oil is supplied to the motor. Therefore, loss due to oil agitation and friction or loss due to leakage occurs constantly and unavoidably, and as a result, power transmission efficiency is not necessarily good, and the fuel consumption of the vehicle as a whole may deteriorate. .

  The present invention has been made paying attention to the above technical problem, and provides a control device for a transmission that can perform so-called synchronous control at the time of switching of a clutch mechanism with high responsiveness and has little power loss. It is for the purpose.

  In order to achieve the above object, the invention of claim 1 is provided with a plurality of transmission mechanisms set at a predetermined rotation speed ratio between the output member and at least two rotation shafts, and the transmission mechanism. And a variable displacement pump motor that is provided for each of the rotating shafts and that controls the torque transmitted between the power source and the rotating shaft. In a transmission control device, fluid is applied to either a clutch mechanism that is in a released state and does not transmit torque, or a variable displacement pump motor that is coupled to a mating member with which the clutch mechanism is engaged to transmit torque. A pressure source that supplies pressure, the clutch mechanism that is in the released state, and one of the variable displacement pump motors so as to match the rotational speed of the counterpart member. A fluid control mechanism for controlling a fluid pressure supplied from a pressure source; and an extrusion volume increasing means for increasing the extrusion volume of one of the variable displacement pump motors when the fluid pressure is supplied. It is characterized by.

  According to a second aspect of the present invention, in the first aspect of the invention, the extrusion volume increasing means includes means for increasing the extrusion volume of any one of the variable displacement pump motors to a maximum volume. It is a control device of the machine.

  Further, the invention according to claim 3 is the invention according to claim 1 or 2, wherein the extrusion volume increasing means is configured to supply the fluid pressure to any one of the variable displacement pump motors by the fluid control mechanism. And a means for increasing the extrusion volume.

  According to the first aspect of the present invention, when any one of the clutch mechanisms is engaged, the torque can be transmitted between the output member and any one of the rotating shafts via the transmission mechanism, and the corresponding rotating shaft is supported. By controlling the extrusion volume of the variable displacement pump motor provided in this way, power is transmitted from the power source to the rotating shaft. As a result, a transmission gear ratio is set according to the rotation speed ratio of the transmission mechanism. In this state, the other clutch mechanism can be released, and the other variable displacement pump motor can be put in a so-called free state, and the rotary shaft corresponding to the other variable displacement pump motor can receive power from the power source. It can be set as the state which does not transmit motive power. Therefore, when the other clutch mechanism is engaged, the pressure fluid is supplied from the fluid pressure source to the other variable displacement pump motor to rotate it, thereby engaging the other clutch mechanism. At this time, so-called synchronization is achieved by eliminating the difference in rotational speed with the counterpart member. In this case, since the extrusion volume of the other variable displacement pump motor is increased, the generated torque is large and synchronizes quickly, and the control response or the shift response is improved. Further, since the extrusion volume is increased, the pressure supplied from the fluid pressure source may be relatively low, so that leakage of fluid pressure and loss of power resulting therefrom can be prevented or suppressed. .

  In particular, according to the invention of claim 2, since the extrusion volume is set to the maximum, the response is further improved and the fluid pressure can be lowered.

  Further, according to the invention of claim 3, since the extrusion volume is increased in advance, a large torque is immediately generated by the supply of the fluid pressure, and thus the responsiveness is improved.

  Next, the present invention will be described based on specific examples. FIG. 2 is a skeleton diagram showing an example of the transmission according to the present invention. In this example, two forward speeds and one reverse speed are set as so-called fixed gear ratios which can be set by transmitting torque without using fluid. It is the example comprised so that a stage might be set. That is, the input member 2 is connected to the power source (E / G) 1, and the torque is transmitted from the input member 2 to the first planetary gear mechanism 3 and the second planetary gear mechanism 4.

  The power source 1 may be a general power source used in a vehicle such as an internal combustion engine, an electric motor, or a combination thereof. Further, an appropriate transmission means such as a damper, a clutch, or a torque converter may be interposed between the power source 1 and the input member 2.

  The first planetary gear mechanism 3 is disposed on the same axis as the input member 2, the second planetary gear mechanism 4 is separated outward in the radial direction of the first planetary gear mechanism 3, and the respective central axes are parallel to each other. They are arranged in parallel. As these planetary gear mechanisms 3 and 4, a planetary gear mechanism of an appropriate type such as a single pinion type or a double pinion type can be adopted. The example shown in FIG. 2 is an example constituted by a single pinion type planetary gear mechanism, and is a sun gear 3S, 4S which is an external gear, and a ring gear 3R which is an internal gear arranged concentrically with the sun gear 3S, 4S. , 4R, and carriers 3C, 4C holding pinion gears meshed with these sun gears 3S, 4S and ring gears 3R, 4R so as to be rotatable and revolved. The input member 2 is connected to a ring gear 3R in the first planetary gear mechanism 3, and the ring gear 3R serves as an input element.

  Further, a counter drive gear 5 is attached to the input member 2, and an idle gear 6 is engaged with the counter drive gear 5, and a counter driven gear 7 is engaged with the idle gear 6. The counter driven gear 7 is disposed on the same axis as the second planetary gear mechanism 4 and is connected to the ring gear 4R of the second planetary gear mechanism 4 so as to rotate together. Therefore, in the second planetary gear mechanism 4, the ring gear 4R serves as an input element. The ring gears 3R and 4R, which are input elements of the planetary gear mechanisms 3 and 4, are configured so that the counter gear pair includes the idle gear 6, and thus rotate in the same direction.

  The carrier 3C in the first planetary gear mechanism 3 serves as an output element, and the first intermediate shaft 8 is connected to the carrier 3C so as to rotate together. The first intermediate shaft 8 is a hollow shaft into which a motor shaft 9 is rotatably inserted. One end of the motor shaft 9 is a sun gear that is a reaction force element in the first planetary gear mechanism 3. It is connected to 3S so as to rotate together.

  The second planetary gear mechanism 4 has the same configuration, and the carrier 4C serves as an output element, and the second intermediate shaft 10 is connected to the carrier 4C so as to rotate together. The second intermediate shaft 10 is a hollow shaft into which a motor shaft 11 is rotatably inserted. One end of the motor shaft 11 is a sun gear that is a reaction force element in the second planetary gear mechanism 4. 4S is connected to rotate integrally.

  The other end of the motor shaft 9 is connected to the output shaft of the variable displacement pump motor 12. The variable displacement pump motor 12 is a fluid pressure (hydraulic) pump capable of changing the discharge capacity, such as a slant shaft pump, a swash plate pump, or a radial piston pump, and is rotated by applying torque to its output shaft. It functions as a motor by discharging pressure fluid (pressure oil) by functioning as a pump and supplying pressure fluid from a discharge port or suction port. In the following description, the variable displacement pump motor 12 is referred to as a first pump motor 12 and is represented as PM1 in the drawing.

  The other end of the motor shaft 11 is connected to the output shaft of the variable displacement pump motor 13. The variable displacement pump motor 13 is a fluid pressure (hydraulic) pump capable of changing the discharge capacity, such as an oblique shaft pump, a swash plate pump, or a radial piston pump, and is rotated by applying torque to its output shaft. It functions as a motor by discharging pressure fluid (pressure oil) by functioning as a pump and supplying pressure fluid from a discharge port or suction port. In the following description, the variable displacement pump motor 13 is referred to as a second pump motor 13 and is indicated as PM2 in the figure.

  The pump motors 12 and 13 are communicated with each other by oil passages 14 and 15 so that the pressure oil, which is a pressure fluid, can be transferred to each other. That is, the suction ports 12 </ b> S and 13 </ b> S are communicated with each other through the oil passage 14, and the discharge ports 12 </ b> D and 13 </ b> D are communicated with each other through the oil passage 15. Therefore, each oil passage 14, 15 forms a closed circuit in the present invention. The suction ports 12S and 13S in the pump motors 12 and 13 are ports for sucking fluid such as oil when the pump motors 12 and 13 rotate in the same direction as the power source 1, and discharge ports. 12D and 13D are ports for discharging fluid such as oil during forward rotation. A mechanism for controlling the hydraulic pressure in the closed circuit will be described later.

  An output shaft 16 corresponding to the output member of the present invention is arranged in parallel with each of the intermediate shafts 8 and 10 described above. A transmission mechanism for setting a predetermined gear ratio is provided between the output shaft 16 and each of the intermediate shafts 8 and 10. The transmission mechanism according to the present invention is not limited to a mechanism that transmits power at a fixed gear ratio, and a mechanism having a variable gear ratio can be employed. In the example shown in FIG. 2, power is transmitted at a fixed gear ratio. A plurality of gear pairs 17 and 18 for transmitting the above are employed. Specifically, a second speed drive gear 17A is provided on the first intermediate shaft 8 so as to rotate together. A second speed driven gear 17B meshing with the second speed drive gear 17A is disposed on the output shaft 16 and is rotatably fitted to the output shaft 16.

  Further, the first speed drive gear 18 </ b> A is rotatably fitted to the second intermediate shaft 10. A first speed driven gear 18B meshing with the first speed drive gear 18A is provided so as to rotate integrally with the output shaft 16.

  Furthermore, a starting gear pair 19 is provided. The starting gear pair 19 is for transmitting the output torque to the output shaft 16 when the upper first pump motor 12 in FIG. 2 functions as a fluid pressure motor. Specifically, a start drive gear 19A that is mounted to rotate integrally with the motor shaft 9, and a start driven gear 19B that meshes with the start drive gear 19A and is rotatably fitted to the output shaft 16. And is composed of.

  The first and second gear pairs 18 and 17 and the starting gear pair 19 described above are connected between any of the intermediate shafts 8 and 10 and the output shaft 16, or the motor shaft 9 and the output. A clutch mechanism is provided for enabling torque transmission with the shaft 16. In short, this clutch mechanism is a mechanism for selectively transmitting torque, and a conventionally known mechanism such as a dog clutch mechanism or a synchronous coupling mechanism (synchronizer) can be adopted. FIG. An example of adopting a Nizer is shown.

  The synchronizer basically moves the sleeve that rotates together with the rotating shaft in the axial direction, and engages with the spline of the rotating member that is mounted so as to rotate relative to the rotating shaft. The kniter ring is configured to connect the rotating shaft and the rotating member by gradually frictionally contacting the rotating member and synchronizing the rotating shaft and the rotating member. On the output shaft 16, a first synchronizer (hereinafter referred to as a first synchronizer) 20 is provided between the start driven gear 19B and the second speed driven gear 17B. The first synchro 20 connects the starter driven gear 19B to the output shaft 16 by moving the sleeve to the left side in FIG. 2, and connects the motor shaft 9 and the output shaft 16 by the starter gear pair 19. Torque is transmitted. Further, the second speed driven gear 17B is connected to the output shaft 16 by moving the sleeve of the first synchro 20 to the right in FIG. 2, and the motor shaft 9 and the output shaft 16 are connected by the second speed gear pair 17. Torque is transmitted between the two.

  A second synchronizer (hereinafter referred to as a second synchronizer) 21 is provided on the second intermediate shaft 10 adjacent to the first speed drive gear 18A. The second synchro 21 is arranged on the left side of FIG. 2 with respect to the first speed drive gear 18A. Therefore, by moving the sleeve to the right side of FIG. 2, the first speed drive gear 18A is moved to the second intermediate position. It is connected to the shaft 10 and is configured to transmit torque between the second intermediate shaft 10 and the output shaft 16 by the first speed gear pair 18. Further, a hub 22 for setting a reverse gear is provided on the opposite side of the second sync 21 with respect to the first speed drive gear 18A. The hub 22 constitutes the clutch mechanism of the present invention together with the second synchro 21, and a spline that engages the sleeve of the second synchro 21 is formed on the outer peripheral surface thereof, and the second pump motor 13 side. The motor shaft 11 is attached so as to rotate integrally. Accordingly, when the sleeve of the second synchro 21 is moved to the left in FIG. 2, the second intermediate shaft 10 and the motor shaft 11 are connected, that is, the carrier 4C and the sun gear 4S of the second planetary gear mechanism 4 are connected, As a result, the entire second planetary gear mechanism 4 rotates integrally.

  These synchros 20 and 21 can be configured to be switched by manual operation, but can be configured to perform so-called automatic control instead. In this case, for example, the above-described sleeve can be configured in the axial direction. An appropriate actuator (not shown) to be moved may be provided, and the actuator may be configured to operate according to an electric signal.

  As described above, the transmission shown in FIG. 2 is configured such that the torque output from the power source 1 is transmitted to the output shaft 16 via any one of the intermediate shafts 8 and 10 or the motor shafts 9 and 11. ing. A differential 24 is connected to the output shaft 16 via a transmission mechanism 23 such as a gear mechanism or a winding transmission mechanism such as a chain, and power is output to the left and right axles 25 from here.

  Furthermore, a sensor for detecting the operating state of the transmission is provided. Specifically, the input rotational speed sensor 26 for detecting the rotational speed of the input member 2 or the counter drive gear 5 integrated therewith, the output rotational speed sensor 27 for detecting the rotational speed of the axle 25, and the first pump motor. A rotational speed sensor 28 for detecting the rotational speed of 12 and a rotational speed sensor 29 for detecting the rotational speed of the second pump motor 13 are provided.

  Next, a fluid pressure circuit (hydraulic circuit) for controlling the pump motors 12 and 13 will be described. A charge pump (sometimes referred to as a boost pump) 30 for replenishing fluid (specifically oil) is provided in the closed circuit in which the pump motors 12 and 13 are communicated with each other. The charge pump 30 is used to compensate for the shortage of oil due to leakage from the closed circuit, and is driven by the power source 1 or a motor (not shown) to pump oil from the oil pan 31. It is designed to supply a closed circuit.

  Therefore, the discharge port of the charge pump 30 communicates with the oil passage 14 and the oil passage 15 in the closed circuit via the check valves 32 and 33, respectively. The check valves 32 and 33 are configured to open in the discharge direction from the charge pump 30 and close in the opposite direction. Furthermore, a relief valve 34 for adjusting the discharge pressure of the charge pump 30 is communicated with the discharge port of the charge pump 30. The relief valve 34 is configured to open the drain port when a pressure higher than the sum of the elastic force of the spring and the pilot pressure or the pressing force of the solenoid (hereinafter referred to as pilot pressure) Psol5 is applied. The discharge pressure of the charge pump 30 is set to a pressure corresponding to the pilot pressure Psol5.

  Between the one check valve 32 and the oil passage 14, the state where the check valve 32 and the oil passage 14 are communicated with each other, the check valve 32 and the oil passage 14 are shut off, and the oil passage 14 is at the drain location. A switching valve 35 that switches to a state of communication is provided. The switching valve 35 is in an ON state in which a pilot pressure or a pressing force by a solenoid (hereinafter referred to as a pilot pressure) Psol3 acts to oppose an elastic force by a spring. The passage 14 is blocked and the oil passage 14 is communicated with the drain location. Further, the state where the pilot pressure Psol3 is not acting is the OFF state, and the check valve 32 and the oil passage 14 are communicated with each other.

  In addition, between the other check valve 33 and the oil passage 15 communicated with the discharge port of the charge pump 30, the check valve 33 and the oil passage 15 are in communication with each other, and the check valve 33 and the oil passage. 15 and a switching valve 37 for switching the oil passage 15 to a state where the oil passage 15 communicates with the drain location. The switching valve 37 is in an ON state in which a pilot pressure or a pressing force by a solenoid (hereinafter referred to as a pilot pressure) Psol4 acts so as to oppose an elastic force by a spring. The passage 15 is blocked and the oil passage 15 is communicated with the drain location. Further, the state where the pilot pressure Psol4 is not acting is the OFF state, and the check valve 33 and the oil passage 15 are communicated with each other.

  The drain port of the relief valve 34 and the drain ports of the switching valves 35 and 37 communicate with each other, and these drain ports circulate through a check valve 53 whose discharge pressure is set by a spring, such as lubrication points and oil coolers. The point 54 communicates. Accordingly, the discharge pressure of each oil passage 14, 15 is set by the check valve 53.

  Furthermore, lock valves 43 and 39 are interposed in the oil passage 14 at a location near the suction port 12S of the first pump motor 12 and a location near the suction port 13S of the second pump motor 13, The switching valve 35 is connected between the lock valves 43 and 39. One lock valve (hereinafter referred to as the first lock valve) 43 is an on-off valve (on / off valve) that is switched by a pilot pressure or a solenoid pressure (hereinafter referred to as pilot pressure) Psol1. In the ON state where the pilot pressure Psol1 is applied, the first pump motor 12 is shut off from the closed circuit in the closed state, and in the OFF state where the pilot pressure Psol1 is not applied, the first pump motor 12 is opened. The oil passage 14 is communicated. The other lock valve (hereinafter referred to as the second lock valve) 39 is an on-off valve (on / off valve) that is switched by a pilot pressure or a solenoid pressure (hereinafter referred to as pilot pressure) Psol2. In the ON state where the pilot pressure Psol2 is applied, the second pump motor 13 is shut off from the closed circuit in the closed state, and in the OFF state where the pilot pressure Psol2 is not applied, the intake port is opened. 13S communicates with the oil passage 14.

  Between the oil passage 14 and the oil passage 15, the second pump motor 13 and the second lock valve 39 are bypassed, that is, in parallel with the second pump motor 13 and the second lock valve 39. A relief valve 55 capable of adjusting pressure is provided. Similarly, a relief valve 56 capable of adjusting the pressure is provided so as to bypass the first pump motor 12 and the first lock valve 43, that is, in parallel to the first pump motor 12 and the first lock valve 43. Is provided. These relief valves 55 and 56 are configured to open and release the hydraulic pressure when a pressure against the sum of electromagnetic force or pilot pressure (hereinafter referred to as pilot pressure) Psol6, Psol7 and elastic force is applied. Has been. Therefore, the pressures in the oil passages 14 and 15 can be controlled by controlling the pilot pressures Psol6 and Psol7 to be high or low.

  The pumping volumes of the pump motors 12 and 13 and the pilot pressures Psol1 to Psol7 can be electrically controlled, and an electronic control unit (ECU) 40 is provided for that purpose. The electronic control unit 40 is mainly composed of a microcomputer, and receives signals from the sensors 26, 27, 28, 29 and other detection signals, and the input signals and An operation is performed based on information and a program stored in advance, and a command signal is output according to the operation result.

  The synchronous control in the transmission having the configuration shown in FIG. 2 is performed by controlling the extrusion volumes q1 and q2 of the pump motors 12 and 13 and controlling the switching valves 35 and 37 and the lock valves 39 and 43 on and off. Executed. A summary of these control states is shown in FIG. In FIG. 3, symbol q1 denotes the extrusion volume of the first pump motor 12, q2 denotes the extrusion volume of the second pump motor 13, Sol1 to Sol4 denote solenoid valves for outputting the pilot pressures Psol1 to Psol4, respectively. For the solenoid valves Sol1 to Sol4, “x” marks indicate an OFF state, and “◯” marks indicate an ON state. Further, “Max” indicates that the extrusion volume is set to the maximum, and “volume control” indicates that the extrusion volume is changed to a predetermined volume.

  In the transmission shown in FIG. 2, the fixed first gear ratio of the forward first speed and the second speed is set while maintaining one of the pump motors 12 and 13 in a locked state (a state where oil is confined and is not rotated). In this state, the other pump motors 13 and 12 are in a so-called free state. Therefore, in the present invention, the free-running pump motors 13 and 12 are driven by the hydraulic pressure discharged from the charge pump 30 to perform synchronous control for synchronizing the synchros 20 and 21. As an example, FIG. 1 shows synchronous control when an upshift standby state to the second speed is set while the first speed, which is a fixed gear ratio, is set.

  The control example in FIG. 1 corresponds to the state described as “start → 2nd” in the column of “clutch mechanism” in the diagram of FIG. 3, and first, an upshift select command for setting an upshift standby state is issued. On the basis of the detected input rotational speed Nin, output rotational speed Nout, rotational speed NPM1 of the first pump motor 12, and rotational speed NPM2 of the second pump motor 13, in particular the input rotational speed Nin and the output rotational speed Nout. Based on this, a gear ratio is calculated (step S1). A determination is made to confirm the establishment of the first speed based on the calculated gear ratio (step S2). It is determined whether or not the first speed is established based on the result of the confirmation determination (step S3).

  If a negative determination is made in step S3 because the first speed is not established, the process returns to step S1 to calculate the gear ratio. On the contrary, if the determination in step S3 is affirmative, that is, if the first speed is established, the sleeve of the first synchro 20 is moved from the position S on the starting gear pair 19 side to the neutral position N. (Step S4). At the same time, the second lock valve 39 is switched to the ON state (step S5). In addition, the extrusion volume q1 of the first pump motor 12 is switched from zero to the maximum (Max) (step S6).

  Further, the switching valve 35 is switched to the ON state (step S7). This state is shown in FIG. 4, and the hydraulic pressure discharged from the charge pump 30 is sent to the oil passage 15 through one check valve 33 and the switching valve 37. The pressure PB of the oil passage 15 is set lower than the discharge pressure PC of the charge pump 30, and the oil passage 14 is communicated with the circulation location 54 via the switching valve 35. In addition, the pressure PA of the relief valve 55 (hereinafter referred to as a second pressure regulating relief valve) 55 on the second pump motor 13 side is set to a pressure higher than the discharge pressure PC of the charge pump 30 by the relief valve 34. The Therefore, the pressure oil sent to the oil passage 15 flows to the oil passage 14 and the switching valve 35 via the first pressure regulating relief valve 56.

  The first pump motor 12 is rotating forward in a so-called free state in the first speed state, but when volume control is performed as described above, oil is sucked from the suction port 12S side and discharged from the discharge port 12D. To do. That is, a load corresponding to the amount of work is applied to the first pump motor 12. In this case, since the extrusion volume q1 of the first pump motor 12 is set to the maximum or controlled to the maximum side, the work amount of the first pump motor 12 is large, and therefore the rotational speed thereof rapidly decreases. In other words, the first pump motor 12 is forcibly decelerated. If this is shown in a collinear diagram, it is as shown in FIG. 5, and the forced deceleration state shown by the symbol I in FIG.

  In this way, the first pump motor 12 finally stops. In this case, the oil passage 14 on the suction port 12S side is communicated with the circulation portion 54 via the switching valve 35, and the pressure is low. That is, since the pressure on the discharge port 12D side is higher than the pressure on the suction port 12S side, the oil pressure of the oil passage 15 is applied from the discharge port 12D side. Therefore, pressure oil flows from the discharge port 12D side to the suction port 12S side in the first pump motor 12, and as a result, the first pump motor 12 is rotated in the reverse direction. This state is shown in FIG. This is the state indicated by reference numeral II in FIG. Thereafter, the extrusion volume q1 of the first pump motor 12 is controlled so as to synchronize the rotation of the first synchro 20 (step S8). When the first pump motor 12 is forcibly braked and rotated in the reverse direction in this way, the sun gear 3S in the first planetary gear mechanism 3 is reversed, and the rotational speed of the carrier 3C is reduced accordingly. The first sync 20 is in a synchronized state. That is, the rotational speeds of the starting driven gear 19 </ b> B to be connected by the first sync 20 and the output shaft 16 are substantially equal.

  Such a process is detected as a calculation of the differential rotation speed in step S9. This can be performed based on the rotation speeds detected by the rotation speed sensors 26 to 29 described above. Then, rotation synchronization is determined based on whether or not the difference rotational speed has become equal to or less than a predetermined value or zero (step S10).

  If a negative determination is made in step S10 because the first synchro 20 is not synchronized, the process returns to step S8 and the volume control of the first pump motor 12 is continued. On the other hand, if an affirmative determination is made in step S10, the sleeve of the first synchro 20 is moved from the neutral position N to the position “2” on the second speed gear pair 17 side, and the second speed driven. The gear 17B is connected to the output shaft 16 (step S11). In this case, since the rotation speeds of the second speed driven gear 17B and the output shaft 16 are substantially the same, a change in the rotation speed or a sudden torque change due to the first synchro 20 being engaged occurs. There is nothing. Further, the first synchro 20 does not slip in the rotational direction.

  Next, the extrusion volume q1 of the first pump motor 12 is set to zero (step S12). At the same time, the switching valve 35 and the first lock valve 43 are controlled to the original OFF state (steps S13 and S14).

  FIG. 7 is a time chart showing changes in the extrusion volume q1 and changes in the rotation speed of the first pump motor 12 when the so-called synchronous control is performed. At the time of switching the second lock valve 39 to the ON state (time t0), the extrusion volume q1 is minimum (for example, zero). When the second lock valve 39 is switched to the ON state and the extrusion volume q1 of the first pump motor 12 is switched from zero to the maximum (Max), the first pump motor 12 works as described above to generate hydraulic pressure, Along with this, the rotational speed decreases.

  At the time t1 when the extrusion volume q1 is maximized and the rotation speed of the first pump motor 12 becomes substantially zero, the switching valve 35 on the oil passage 14 side is controlled to be in the ON state. As a result, the first pump motor 12 Since the hydraulic pressure is supplied from the discharge port 12D and discharged from the suction port 12S, the rotation direction is opposite to the conventional one. Further, in this case, since the extrusion volume q1 of the first pump motor 12 is set to the maximum or controlled to the maximum side, the rotation speed of the first pump motor 12 increases rapidly.

  Volume control of the first pump motor 12 is started at a time t2 when the rotation speed of the first pump motor 12 reaches a predetermined rotation speed that is smaller than the rotation speed at which the first synchro 20 is synchronized. That is, the extrusion volume q1 of the first pump motor 12 is gradually reduced. When the rotation speed of the first pump motor 12 reaches the rotation synchronization rotation speed of the first synchro 20 (at time t3), the extrusion volume q1 of the first pump motor 12 is maintained at the volume at that time. In this state, when the sleeve of the first sync 20 is moved from the neutral position N to the position “2” for setting the second speed (at time t4), the shift of the first sync 20 is completed, so the first pump The extrusion volume q1 of the motor 12 is decreased at a predetermined gradient toward zero, and the rotation speed is gradually decreased accordingly.

  Therefore, when the synchro (clutch mechanism) is switched in order to set a shift standby state to another adjacent fixed gear ratio with respect to the gear ratio set at the present time, the pump motor connected to the synchro Since the extrusion volume is set to the maximum or controlled to the maximum side, the torque generated by the pump motor is large, and as a result, the synchronization can be quickly brought into a synchronized state. That is, the response to switching to the shift standby state or the shift response is improved. Further, since the rapid change of the rotation speed for rotation synchronization is performed by increasing the extrusion volume of the pump motor, the hydraulic pressure can be set relatively low. As a result, the power consumed to generate the hydraulic pressure supplied to the pump motor can be reduced, and the leakage of hydraulic pressure and the accompanying power loss can be reduced, improving energy efficiency and improving fuel efficiency in the vehicle. it can.

  The apparatus according to the present invention is configured to shorten the time required for synchronization by enlarging the pushing volume of a free pump motor connected to the clutch mechanism when the clutch mechanism such as a synchro is synchronized. Therefore, when the transmission having the configuration shown in FIG. 2 is targeted, since the synchros 20 and 21 are engaged when starting, the extrusion volumes q1 and q2 of both the pump motors 12 and 13 are increased. I will let you. An example of the control is shown in FIG.

  The example shown in FIG. 8 is a control example when forward travel is selected from the neutral state and switched to the standby state (neutral → start), and the extrusion volumes q1 and q2 and the pilot pressures Psol1 and Psol4 are shown in FIG. Control is performed as described in the section “Neutral → Start” in the “Clutch mechanism” column of FIG. Therefore, when a select command is issued in association with the shift from the neutral (N) position to the drive (D) position, the extrusion volumes q1, q2 of the pump motors 12, 13 are set from zero to the maximum (Max) ( Step S21).

  Next, the first lock valve 43 is controlled to be in an ON state (step S22). As a result, the first pump motor 12 is disconnected from the closed circuit. At the same time, the switching valve 35 on the oil passage 14 side is controlled to be ON (step S23). Accordingly, the suction port 13S of the second pump motor 13 is communicated with the circulation point 54 via the check valve 36 having a function of maintaining a predetermined pressure. That is, the second pump motor 13 can be controlled by the hydraulic pressure discharged from the charge pump 30.

  By maximizing the extrusion volume q1 of the first pump motor 12, the output shaft, that is, the motor shaft 9 and the starting gear pair 19 connected thereto are stopped, so that the first synchro 20 is synchronized in rotation. It becomes a state. On the other hand, in the first speed gear pair 18, the driven gear 18B stops together with the output shaft 16, and the drive gear 18A engaged with the output shaft 16 stops. Therefore, in the second planetary gear mechanism 4, since the carrier 4C is fixed in a state where power is input from the power source 1 to the ring gear 4R, the sun gear 4S and the second intermediate shaft 10 connected thereto are The ring gear 4R rotates at a rotation speed corresponding to the rotation speed and the gear ratio of the second planetary gear mechanism 4 (ratio between the number of teeth of the sun gear 4S and the number of teeth of the ring gear 4R). Therefore, the extrusion volume q2 of the second pump motor 13 is controlled in order to synchronize the rotation of the second synchro 21 with the rotation speed of the second intermediate shaft 10, that is, the rotation speed of the carrier 4C being zero.

  This state is shown in FIG. 9, and the hydraulic pressure discharged from the charge pump 30 flows toward the oil passage 15 via the check valve 33 and the switching valve 37 on the oil passage 15 side, and further to each pump motor 12, 13. It flows toward. In that case, the pressure PB of the first pressure regulating relief valve 56 connected to the oil passage 15 is set lower than the discharge pressure PC of the charge pump 30, and the switching valve 35 on the oil passage 14 side passes the oil passage 14. Since it is operating so as to communicate with the circulation part 54, the pressure oil that has flowed through the oil passage 15 toward the first pump motor 12 bypasses the first pump motor 12 and flows to the circulation part 54. In addition, the second pump motor 13 is supplied to the discharge port 13 </ b> D, discharged from the suction port 13 </ b> S, and flows to the circulation portion 54 through the switching valve 35. And since the extrusion volume q2 of the 2nd pump motor 13 which was in a stop state is gradually increased, the 2nd pump motor 13 begins to reversely rotate from a stop state.

  If such a state is shown in a collinear diagram of the second planetary gear mechanism 4, it is as shown in FIG. 10, and the second pump motor 13 is gradually reversely rotated and the sun gear 4S connected thereto is rotated in the forward rotation direction. A state in which the rotational speed gradually decreases is a state indicated by reference numeral III in FIG. In this way, as the second pump motor 13 rotates in the reverse direction, the rotation speed of the sun gear 4S decreases, and finally the rotation of the sun gear 4S stops. This is a synchronized state, and the second speed drive gear 18A to be connected by the second sync 21 and the rotational speed of the sun gear 4S or the motor shaft 11 coincide.

  Such a process is detected as a calculation of the differential rotation speed in step S25, and a synchronization determination (step S26) is executed. Then, if affirmative determination is made in step S26 by synchronizing the rotation, the sleeve of the first sync 20 is switched from the neutral position N to the position S on the start gear pair 19 side, and the sleeve of the second sync 21 Is switched from the neutral position N to the position “1” on the first speed gear pair 18 side (step S27). Then, the extrusion volume q2 of the second pump motor 13 is set to zero (step S28). Thereafter, control (step S29) for returning the switching valve 35 to the original OFF state and control (step S30) for returning the first lock valve 43 to the original OFF state are executed.

  FIG. 11 is a time chart showing changes in the extrusion volume q1 and changes in the rotation speed of the first pump motor 12 when the control shown in FIG. 8 is performed. At time t10 when a command for setting the start standby state (N → D shift select command) is issued, control is started to increase the extrusion volume q2 of the second pump motor 13 from zero to the maximum, and the extrusion volume q2 is almost equal. The first lock valve 39 and the switching valve 35 are controlled to be in the ON state at time t11 when the maximum value is reached. Accordingly, since the hydraulic pressure is supplied from the charge pump 30 to the second pump motor 13 having the maximum extrusion volume q2, the rotation speed thereof rapidly increases. The rotation direction is the reverse rotation direction as shown in FIG.

  Volume control of the second pump motor 13 is started at time t12 when the rotational speed of the second pump motor 13 reaches a predetermined rotational speed lower than the rotational speed corresponding to the synchronous rotational speed of the second sync 21. That is, the extrusion volume q2 of the second pump motor 13 is gradually reduced. When the rotation speed of the second pump motor 13 reaches the rotation synchronization rotation speed of the second synchro 21 (at time t13), the extrusion volume q2 of the second pump motor 13 is maintained at the volume at that time. In this state, when the sleeve of the first sync 20 is moved from the neutral position N to the position “2” for setting the second speed (at time t14), the shift of the second sync 21 is completed, so the second pump The extrusion volume q2 of the motor 13 is decreased with a predetermined gradient toward zero, and the rotational speed is gradually decreased accordingly.

  Therefore, when switching the synchro (clutch mechanism) to start, the pump motor connected to the synchro is set to the maximum extrusion volume or controlled to the maximum side, so the torque generated by the pump motor is large, As a result, synchronization can be quickly brought into a synchronized state. That is, the switching response to the start standby state or the shift response is improved. Further, since the rapid change of the rotation speed for rotation synchronization is performed by increasing the extrusion volume of the pump motor, the hydraulic pressure can be set relatively low. As a result, the power consumed to generate the hydraulic pressure supplied to the pump motor can be reduced, and the leakage of hydraulic pressure and the accompanying power loss can be reduced, improving energy efficiency and improving fuel efficiency in the vehicle. it can.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The first intermediate shaft 8 or the motor shaft 9, the second intermediate shaft 10 or the motor shaft 11, and the output shaft 16 are rotated according to the present invention. The charge pump 30 corresponds to a shaft and the pressure source of the present invention. The switching valves 35 and 36 and the lock valves 39 and 43 correspond to the fluid control mechanism of the present invention, and the functional means of step S6 shown in FIG. 1 and step S21 shown in FIG. It corresponds to the increasing means.

  The example of the synchronous control to the shift standby state described above is an example in which the first sync 20 is switched to the second speed gear pair 17 side with the second sync 21 setting the first speed as the fixed gear ratio. However, on the contrary, when the first sync 20 is switched to the starting gear pair 19 side, the control can be performed in the same manner as in the above example, and the switching can be performed at a relatively low pressure and quickly. Further, the present invention can be implemented for a transmission in which the fixed gear ratio is provided at the third speed or higher on the forward side, and is not limited to the above specific example. Further, the power source may be connected to the idle gear of the counter gear pair described above instead of being directly connected to one of the differential mechanisms.

It is a flowchart for demonstrating an example of the synchronous control at the time of setting a 2nd speed upshift standby state in the state of 1st speed. It is a skeleton figure which shows typically an example of the transmission made into object by this invention. FIG. 3 is a chart collectively showing a mode of shift by each synchronization in the transmission shown in FIG. 2. FIG. It is a schematic diagram which shows the flow of the hydraulic pressure in the process in which the rotation speed of a 1st pump motor falls. It is a collinear diagram about each planetary gear mechanism in the process of the synchronous control to the 2nd speed upshift standby state. It is a schematic diagram which shows the flow of the hydraulic pressure in the process of increasing the rotation speed of a 1st pump motor with the discharge pressure of a charge pump. It is a time chart which shows the change of the extrusion volume in the synchronous control, and the rotation speed of a pump motor. It is a flowchart for demonstrating an example of the synchronous control at the time of setting the start stand-by state from a neutral state. It is a schematic diagram which shows the flow of the hydraulic pressure in the process in which the rotation speed of a 2nd pump motor increases in the reverse rotation direction by the synchronous control. It is a collinear diagram about each planetary gear mechanism in the synchronous control. It is a time chart which shows the change of the extrusion volume in the synchronous control, and the rotation speed of a pump motor.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source 2 ... Input member 3, 4 ... Planetary gear mechanism, 8 ... 1st intermediate shaft, 9 ... Motor shaft, 10 ... 2nd intermediate shaft, 11 ... Motor shaft, 12 ... 1st pump motor, 13 ... second pump motor, 16 ... output shaft, 17 ... second speed gear pair, 18 ... first speed gear pair, 19 ... starting gear pair, 20, 21 ... synchronous coupling mechanism (synchro), 30 ... charge Pump, 35, 37 ... switching valve, 39, 43 ... lock valve.

Claims (3)

A plurality of transmission mechanisms set at a predetermined rotation speed ratio are provided between the output member and at least two rotating shafts, and a clutch mechanism that enables torque transmission via the transmission mechanisms is provided. In a transmission control device including a variable displacement pump motor that is provided for each rotary shaft and controls torque transmitted between a power source and the rotary shaft,
A pressure source that supplies fluid pressure to a clutch mechanism that is in a released state and does not transmit torque, or any variable displacement pump motor that is coupled to a mating member with which the clutch mechanism is engaged to transmit torque; ,
A fluid control mechanism for controlling the fluid pressure supplied from the pressure source to any one of the variable displacement pump motors so as to match the rotational speeds of the clutch mechanism in the released state and the counterpart member;
A transmission control device comprising: an extrusion volume increasing means for increasing the extrusion volume of one of the variable displacement pump motors when the fluid pressure is supplied.   2. The transmission control device according to claim 1, wherein the extrusion volume increasing means includes means for increasing the extrusion volume of any one of the variable displacement pump motors to a maximum volume.   2. The extrusion volume increasing means includes means for increasing the extrusion volume before the fluid pressure is supplied to any one of the variable displacement pump motors by the fluid control mechanism. Or the transmission control device according to 2;

Images