JP2009127857A - Automatic gear shift controller of automatic manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an OFF return for saving an energy for holding ON of a sequence solenoid valve serving as a shift actuator selector valve from being wastefully performed during the repeated gear shifts between adjacent shift stages. <P>SOLUTION: This automatic gear shift controller keeps the sequence solenoid valve in an ON state without turning OFF for saving the energy for holding ON during a set time ΔT from the instances t10, t30 of a pre-shift request for switching the sequence solenoid valve from OFF to ON and returns the sequence solenoid valve to OFF state after the set time ΔT is elapsed. When a fourth to third shift for which the ON state of the sequence solenoid valve is requested is instructed in the instances t13, t33 immediately after the instances t11, t31 at which the pre-shift whereby the switching of the sequence solenoid valve from OFF to ON is performed, a fifth to third pre-shift for the gear shift is performed without switching the sequence solenoid valve from OFF to ON. Therefore, a gear shift response can be improved by a time required for switching the sequence solenoid valve from OFF to ON. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device for an automatic manual transmission.

  When realizing an automatic manual transmission by realizing automatic transmission of a manual transmission, for example, as described in Patent Document 1, a shift stage (gear train) is divided into a plurality of shift stage (gear train) groups (usually odd shift stages). Separately into groups and two shift speed groups (even shift speed groups), a clutch is provided for each shift speed group so that rotation from a prime mover such as an engine can be input individually.

During automatic gear shifting, if it is desired to select the first speed for starting, the corresponding synchronous meshing mechanism in the first speed gear group is shifted with the clutches of both gear groups disengaged. The actuator is shifted from the neutral position to the first speed selection position (pre-shift), and then the clutch relating to the first speed gear group is engaged to obtain the selected state of the first speed transmission gear train.
At the same time as the pre-shift to the first speed, the corresponding synchronous meshing mechanism in the second-speed gear group is shifted from the neutral position to the second speed selection position by the corresponding shift actuator. I'll finish it.

When upshifting from the 1st speed to the 2nd speed, the clutch related to the 2nd speed gear group is engaged and the clutch related to the 1st speed gear group is released when the engagement proceeds to some extent. The shift from the first speed to the second speed (transmission gear train switching selection) is performed by switching control of both clutches.
After the 1 → 2 shift, a pre-shift to the third speed is performed in which the corresponding synchronous meshing mechanism in the third speed gear group is shifted from the neutral position to the third speed selection position by the corresponding shift actuator.

When upshifting from 2nd speed to 3rd speed, the clutch related to the 3rd speed gear group is engaged, and the clutch related to the 2nd speed gear group is released when this engagement has progressed to some extent. The shift from the second speed to the third speed (transmission gear train switching selection) is performed by switching control of both clutches.
After the 2 → 3 shift, a pre-shift to the fourth speed is performed in which the corresponding synchronous meshing mechanism in the fourth speed gear group is shifted from the neutral position to the fourth speed selection position by the corresponding shift actuator.

By performing similar clutch changeover control and pre-shifting, upshifting from third speed to fourth speed, upshifting from fourth speed to fifth speed, upshifting from fifth speed to sixth speed (transmission) Gear train switching selection), and
Even when downshifting from the sixth speed to the first speed sequentially, a predetermined downshift (selection of transmission gear train switching) can be performed by performing clutch switching control and preshift opposite to the upshift.

By the way, as described in Patent Document 1 as an oil passage structure for performing the above pre-shift,
Of the shift actuators paired between the gear group, one shift actuator is placed in an oil passage connection state capable of shifting from the neutral position and returning to the neutral position, and the other shift actuator is moved from the neutral position. ON / OFF to select the shift actuator that can be operated by making the oil passage connection state incapable of shifting and returning to the neutral position, or by making the paired shift actuators in the opposite oil passage connection state. Type shift actuator selection valve (sequence solenoid valve in Patent Document 1)
After the transmission gear train is selected, among the shift actuators that are paired by switching the shift actuator selection valve on and off, shift actuators that are not involved in the transmission gear train are shifted from the neutral position to the neutral position. There has been proposed an oil passage connected state in which a return operation is possible, and a pre-shift in which a shift operation is performed on a corresponding selective meshing mechanism by the shift actuator.
JP 2007-040408 A

  However, in the case of an automatic manual transmission that selects a shift actuator that does not participate in the transmission gear train by the ON / OFF type shift actuator selection valve as described above and performs a preshift by shifting the selective meshing mechanism by the shift actuator, the following is performed: The following problems occur.

In other words, in a pre-shift that involves switching the shift actuator selection valve from OFF to ON, and if the shift actuator selection valve is kept on even after the pre-shift is completed, the electrical energy for maintaining the ON state Hydraulic energy is required and fuel consumption is reduced accordingly.
Therefore, it is common practice to immediately turn off the shift actuator selection valve after the pre-shift is completed, so that no energy is consumed in maintaining the state of the shift actuator selection valve.

  For this reason, a pre-shift that involves switching the shift actuator selection valve from OFF to ON is performed, and immediately after the shift actuator selection valve is turned OFF in response to the completion, a shift that requires the shift actuator selection valve to be ON is performed. When a command is issued, the shift actuator selection valve in the OFF state is switched to the ON state again and the corresponding pre-shift is performed, and then the shift command is executed. Only the time required to switch the shift actuator selection valve from OFF to ON This causes a problem that the shift response becomes worse.

In addition, when downshifting and upshifting between adjacent gears, such as when traveling on continuous curved uphill roads, pre-shifting with the shift actuator selection valve OFF → ON switching and reverse ON → Pre-shift with OFF switching will be performed alternately,
The problem that the durability of the shift actuator selection valve deteriorates due to the frequent switching of the shift actuator selection valve cannot be ignored.

The present invention is based on the recognition of the fact that the above problem is caused by returning the shift actuator selection valve to the OFF state at the end of pre-shifting with the shift actuator selection valve OFF → ON.
The above problem can be solved by keeping the shift actuator selection valve ON after the pre-shift is completed,
Automatic shift control device for automatic manual transmission that limits the ON state holding time of the shift actuator selection valve to minimize deterioration of fuel consumption due to energy loss required to hold the shift actuator selection valve ON state The purpose is to propose.

For this purpose, an automatic transmission control device for an automatic manual transmission according to the invention is constructed as described in claim 1.
First, an automatic manual transmission which is a premise of the present invention will be described.
A plurality of gear trains are provided, and one of the gear trains can be selected as a transmission gear train by shifting a selection meshing mechanism for each gear train from a neutral position with a corresponding shift actuator.
One of the paired shift actuators is placed in an oil passage connection state in which the shift operation and neutral return operation are possible, and the other shift actuator is put in an oil passage connection state in which the shift operation and neutral return operation is impossible. It has an ON / OFF type shift actuator selection valve to select the shift actuator that can be operated by connecting the shift actuators in the opposite oil path connection state,
Of the shift actuators that are paired by switching the ON / OFF switch of the shift actuator selection valve after the transmission gear train is selected, the shift actuators that are not involved in the transmission gear train are capable of the shift operation and the neutral return operation. The pre-shift is performed in which the selected engagement mechanism is shifted by the shift actuator in the connected state.

The automatic transmission control device of the present invention is such an automatic manual transmission,
At the time of the pre-shift that involves switching the ON / OFF of the shift actuator selection valve, the ON state of the shift actuator selection valve is maintained for a set time even after the pre-shift is completed, and the ON state of the shift actuator selection valve is immediately after the pre-shift. When a shift requiring this is commanded, the shift actuator selection valve can be pre-shifted without requiring switching of the shift actuator selection valve from OFF to ON.

In the automatic transmission control device of the present invention,
At the time of pre-shifting with the shift actuator selection valve OFF → ON switching, to maintain the ON state of the shift actuator selection valve for the set time even after the pre-shift is completed,
When a shift requesting the ON state of the shift actuator selection valve is commanded immediately after the pre-shift, the shift pre-shift can be performed without requiring the shift actuator selection valve to be switched from OFF to ON.
The shift response can be improved for the time required for switching the shift actuator selection valve from OFF to ON.

Also, for the same reason, when downshifting and upshifting between adjacent gears, such as when traveling on a continuous curved uphill road, the reverse of preshifting with the shift actuator selection valve switching from OFF to ON is reversed. It is possible to avoid the concern that the pre-shift with the direction ON → OFF switching is performed alternately,
The problem that the durability of the shift actuator selection valve is impaired due to the frequent switching of the state of the shift actuator selection valve can also be solved.

  Furthermore, since the ON state retention time of the shift actuator selection valve is set to the above set time only, the above problems can be solved while minimizing the deterioration of fuel consumption due to the energy loss required to maintain the shift actuator selection valve ON state. Can be realized.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 is a skeleton diagram of a twin-clutch automatic manual transmission illustrating an automatic manual transmission to which the automatic transmission control device of the present invention can be applied.

The output shaft (crankshaft 2) of the engine 1 is connected to an automatic wet rotation clutch C1 for odd-numbered gears (first speed, third speed, fifth speed, reverse) and an even-numbered gear speed (second speed, fourth gear). (Speed, 6th speed) is connected to the common clutch drum 3 of the automatic wet rotary clutch C2.
The twin-clutch automatic manual transmission has a first input shaft 4 for odd gears (first, third, fifth, reverse) and even gears (second, fourth, sixth). Second input shaft 5 for speed)
The first input shaft 4 and the second input shaft 5 can be coupled to the engine output shaft 2 by individual automatic clutches C1 and C2, respectively.

  The twin-clutch automatic manual transmission further includes an output shaft 6, which is arranged in parallel with the first input shaft 4 and the second input shaft 5, and the output shaft 6 is connected via a propeller shaft and a differential gear device (not shown). To the left and right drive wheels.

The gear transmission mechanism of the twin clutch type automatic manual transmission will be described in detail below.
Of the first input shaft 4 and the second input shaft 5 to which engine rotation is selectively input via the odd-numbered speed clutch C1 and the even-numbered speed clutch C2, the second input shaft 5 is hollow, and this is the first input. Although fitted on the shaft 4, the inner first input shaft 4 and the outer second input shaft 5 are rotatable concentrically with each other.

As described above, the engine-side front ends of the first input shaft 4 and the second input shaft 5 that are rotatably fitted to each other are coupled to the clutch hubs 7 and 8 of the clutches C1 and C2, respectively.
The first input shaft 4 is protruded from the rear end of the second input shaft 5, and the rear end extension 4a is set on the first input shaft 4.
A countershaft 10 is provided in parallel with the first input shaft 4, the second input shaft 5, and the output shaft 6.

A counter gear 11 is provided at the rear end of the counter shaft 10 so as to be integrally rotatable, and an output gear 12 is provided in the same plane perpendicular to the shaft, and the output gear 12 is coupled to the output shaft 6.
The counter gear 11 and the output gear 12 are engaged with each other to drive-couple the counter shaft 10 to the output shaft 6.

  Between the rear end extension portion 4a of the first input shaft 4 and the countershaft 10, the gear sets G1, G3, G5 of the odd-numbered speed stages (first speed, third speed, fifth speed) group and the reverse speed stage A gear set GR is provided, and these are arranged in the order of the first speed gear set G1, the reverse gear set GR, the fifth speed gear set G5, and the third speed gear set G3 from the front side close to the engine 1.

The first speed gear set G1 includes a first speed input gear 13 formed integrally with the rear end extension 4a of the first input shaft 4, and a first speed output gear 14 rotatably provided on the countershaft 10. To be configured.
The reverse gear set GR is meshed with the reverse input gear 15 formed integrally with the rear end extension 4a of the first input shaft 4, the reverse output gear 16 provided rotatably on the countershaft 10, and the gears 15 and 16. Then, the gears 15 and 16 are configured with a reverse idler gear 17 that is driven and coupled in the reverse direction, and the reverse idler gear 17 is rotatably supported by a reverse idler shaft 18 installed in the transmission case.

The third speed gear set G3 includes a third speed input gear 19 that is rotatably provided on the rear end extension 4a of the first input shaft 4, and a third speed output gear 20 that is drivingly coupled to the countershaft 10. Are configured to mesh with each other.
The fifth speed gear set G5 includes a fifth speed input gear 31 that is rotatably provided on the rear end extension 4a of the first input shaft 4, and a fifth speed output gear 32 that is drivingly coupled to the countershaft 10. Are configured to mesh with each other.

The counter shaft 10 is further provided with a first speed-reverse synchronous meshing mechanism (selective meshing mechanism) 21 disposed between the first speed output gear 14 and the reverse output gear 16, and this first speed-reverse synchronous meshing mechanism ( (Selective meshing mechanism) 21
When the coupling sleeve 21a that rotates together with the countershaft 10 is moved leftward from the illustrated neutral position and meshed with the clutch gear 21b, the first speed output gear 14 is drivingly coupled to the countershaft 10 and the first speed is increased as described later. Be selectable,
When the coupling sleeve 21a is moved rightward from the illustrated neutral position and meshed with the clutch gear 21c, the reverse output gear 16 is drivingly coupled to the countershaft 10 so that the reverse can be selected as described later.

The rear end extension 4a of the first input shaft 4 is further provided with a third-speed fifth-speed synchronous meshing mechanism (selective meshing mechanism) 22 disposed between the third-speed input gear 19 and the fifth-speed input gear 31. The three-speed to five-speed synchronous meshing mechanism (selective meshing mechanism) 22 is
When the coupling sleeve 22a that rotates together with the first input shaft 4 (the rear end extension 4a) is moved rightward from the illustrated neutral position and meshed with the clutch gear 22b, the third speed input gear 19 is engaged with the first input shaft 4. It is assumed that the third speed can be selected as will be described later by being drive-coupled,
When the coupling sleeve 22a is moved leftward from the illustrated neutral position and meshed with the clutch gear 22c, the fifth speed input gear 31 is drivingly coupled to the first input shaft 4 so that the fifth speed can be selected as will be described later. And

Between the hollow second input shaft 5 and the countershaft 10, there is a gear group of the even-numbered speed (second speed, fourth speed, sixth speed) group, that is, the sixth gear sequentially from the front side close to the engine. A speed gear set G6, a second speed gear set G2, and a fourth speed gear set G4 are provided.
The sixth speed gear set G6 is disposed at a relatively front portion of the second input shaft 5, the fourth speed gear set G4 is disposed at the rear end of the second input shaft 5, and the second speed gear set G2 is the second input. The shaft 5 is disposed at the center between these front and rear ends.

The sixth speed gear set G6 has a sixth speed input gear 23 integrally formed on the outer periphery of the second input shaft 5 and a sixth speed output gear 24 rotatably provided on the countershaft 10 meshing with each other. Constitute.
The second speed gear set G2 is formed by meshing a second speed input gear 25 integrally formed on the outer periphery of the second input shaft 5 and a second speed output gear 26 rotatably provided on the countershaft 10. Constitute.
The fourth speed gear set G4 includes a fourth speed input gear 27 integrally formed on the outer periphery of the second input shaft 5 and a fourth speed output gear 28 that is rotatably provided on the countershaft 10 and meshes with each other. Constitute.

The countershaft 10 is further provided with a 6-speed dedicated synchronous meshing mechanism (selective meshing mechanism) 29 arranged between the 6th-speed output gear 24 and the 2nd-speed output gear 26, and this 6-speed dedicated synchronous meshing mechanism (selected) (Meshing mechanism) 29 is
When the coupling sleeve 29a rotating together with the countershaft 10 is moved leftward from the illustrated neutral position and meshed with the clutch gear 29b, the sixth speed output gear 24 is drivingly coupled to the countershaft 10 and the sixth speed is set as described later. It shall be selectable.
The countershaft 10 is provided with a second-speed / four-speed synchronous meshing mechanism (selective meshing mechanism) 30 disposed between the second-speed output gear 26 and the fourth-speed output gear 28. Synchronous meshing mechanism (selective meshing mechanism) 30 is
When the coupling sleeve 30a that rotates together with the countershaft 10 is moved leftward from the illustrated neutral position and meshed with the clutch gear 30b, the second speed output gear 26 is drivingly coupled to the countershaft 10 and the second speed is set as described later. Be selectable,
When the coupling sleeve 30a is moved rightward from the illustrated neutral position and meshed with the clutch gear 30c, the fourth speed output gear 28 is drivingly coupled to the counter shaft 10 so that the fourth speed can be selected as will be described later. .

Next, the automatic shifting operation of the twin clutch type automatic manual transmission according to the above embodiment will be described.
[Non-driving range]
In non-traveling ranges such as neutral (N) range and parking (P) range where power transmission is not desired, both automatic wet-rotating clutches C1 and C2 are released, and synchronous meshing mechanisms 21, 22, and 29 are used. , 30 are set to the neutral position shown in the figure to bring the twin clutch automatic manual transmission into a neutral state where no power is transmitted.
In the parking (P) range, the transmission output shaft 6 is mechanically locked so as not to rotate by the park lock device.

[Driving range]
In a driving range such as the D range in which forward power transmission is desired and the R range in which reverse power transmission is desired, hydraulic oil from an oil pump (not shown) driven by the engine 1 is used as a medium. In addition to shifting the coupling sleeves 21a, 22a, 29a, 30a of the synchronous mesh mechanisms 21, 22, 29, 30 to the clutches C1, C2, the forward shift gears (forward transmission gear trains) are controlled. ) Or reverse gear (reverse transmission gear train).

[D range, 1st speed]
When the first speed is desired in the forward travel range such as the D range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the left to drive-couple the gear 14 to the countershaft 10, and thereby the odd gear group of the odd-numbered speed group. After the pre-shift to the first speed, the automatic wet rotation clutch C1, which has been released in the non-traveling range, is engaged.
As a result, the engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the first speed gear set G1, the counter shaft 10, and the output gear sets 11, 12, and transmits power at the first speed. It can be carried out.

Note that when the selection of the first speed is for starting, smooth front start without starting shock is performed by slip engagement control for engaging and proceeding with the clutch C1.
When the first speed is selected in response to the selection operation from the N range to the D range, the coupling sleeve 30a of the synchronous meshing mechanism 30 is set simultaneously with the pre-shift to the first speed of the odd speed group. The gear 26 is driven to the left and coupled to the countershaft 10, thereby pre-shifting the even-numbered speed group to the second speed.
Therefore, since the clutch C2 continues to be released in the non-traveling range, the second speed is not selected.

[D range, 2nd speed]
When upshifting from 1st speed to 2nd speed, even when N → D is selected, the even gear group is preshifted to 2nd speed as described above, so clutch C1 is released and released in the non-traveling range. When the clutch C2 is engaged (slip engagement control), the upshift from the first speed to the second speed can be performed by changing both clutches.
As a result, the engine rotation from the clutch C2 is output from the output shaft 6 via the second input shaft 5, the second speed gear set G2, the counter shaft 10, and the output gear sets 11, 12, and transmits power at the second speed. It can be carried out.
When the above 1 → 2 shift is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the right to drive-couple the gear 19 to the first input shaft 4 to perform the 1 → 3 preshift of the odd-numbered gear group. Keep it.

[D range, 3rd speed]
When upshifting from 2nd speed to 3rd speed, the odd-numbered gear group is preshifted to 3rd speed as described above during 1 → 2 upshift, so clutch C2 is released and released at 2nd speed. By making the clutch C1 in the engaged state proceed (slip engagement control), that is, by changing both clutches, an upshift from the second speed to the third speed can be performed.
As a result, the engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the third speed gear set G3, the countershaft 10, and the output gear sets 11, 12, and transmits power at the third speed. It can be carried out.
When the 2 → 3 shift is completed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 26 from the countershaft 10, and the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the right. The gear 28 is drivably coupled to the countershaft 10 to perform a 2 → 4 preshift of the even gear group.

[D range, 4th speed]
When upshifting from the 3rd speed to the 4th speed, the even gear group is preshifted to the 4th speed as described above during the 2 → 3 upshift, so the clutch C1 is released and the 3rd speed is released. The clutch C2 that has been in the state of being engaged can be advanced (slip engagement control), that is, the upshift from the third speed to the fourth speed can be performed by changing both clutches.
As a result, the engine rotation from the clutch C2 is output from the output shaft 6 via the second input shaft 5, the fourth speed gear set G4, the counter shaft 10, and the output gear sets 11, 12, and transmits power at the fourth speed. It can be carried out.
When the 3 → 4 shift is completed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is returned to the neutral position to disconnect the gear 19 from the first input shaft 4, and the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the left. Thus, the gear 31 is coupled to the first input shaft 4 to perform the 3 → 5 preshift of the odd-numbered speed group.

[D range, 5th speed]
When upshifting from 4th speed to 5th speed, the odd-numbered gear group is preshifted to 5th speed as described above during 3 → 4 upshift, so clutch C2 is released and released at 4th speed. The clutch C1 that has been in the state of being engaged is advanced (slip engagement control), that is, the upshift from the fourth speed to the fifth speed is performed by changing both clutches.
As a result, the engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the fifth speed gear set G5, the countershaft 10, and the output gear sets 11, 12, and transmits power at the fifth speed. It can be carried out.
When the above 4 → 5 shift is completed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 28 from the countershaft 10, and the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved to the left. The gear 24 is drivably coupled to the countershaft 10 to perform a 4 → 6 preshift of the even speed group.

[D range, 6th speed]
When upshifting from the 5th speed to the 6th speed, the even speed group is preshifted to the 6th speed as described above during the 4 → 5 upshift, so the clutch C1 is released and the 5th speed is released. The clutch C2 which has been in the state of being engaged is advanced (slip engagement control), that is, the upshift from the fifth speed to the sixth speed is performed by changing both clutches.
As a result, engine rotation from the clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the sixth speed gear set G6, the countershaft 10, and the output gear sets 11, 12, and at the sixth speed. Power transmission can be performed.
Since the shift after the 5 → 6 shift has only a downshift and the odd-numbered gear group should be pre-shifted to the fifth speed immediately below, the coupling sleeve 22a of the synchronous meshing mechanism 22 is changed to the fifth shift gear. The gear 31 is kept coupled to the first input shaft 4 while maintaining the same left-hand position as when the speed is selected.

  In addition, when downshifting from the sixth speed to the first speed in sequence, by performing the shift control opposite to the upshift, the preshift in the reverse direction and the engagement / release control of the clutches C1 and C2 are performed as described above. Thus, a predetermined downshift can be performed.

[R range]
When reverse travel is desired and the non-travel range is switched to the R range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the right from the neutral position, and the gear 16 is drivably coupled to the countershaft 10, thereby generating an odd number. After the preshift of the gear group to the reverse gear, the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged.
As a result, engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the reverse gear set GR, the countershaft 10, and the output gear sets 11, 12, and at this time, the reverse gear set GR rotates the rotation direction. Therefore, power transmission at the reverse gear can be performed.
Note that when starting at the reverse gear, a smooth rear start without starting shock is performed by slip engagement control for engaging and proceeding with the clutch C1.

FIG. 2 shows the shift control system of the twin clutch type automatic manual transmission described above, that is, the shift from the neutral position of the synchronous mesh mechanisms 21, 22, 29, 30 performed in connection with the above-described engagement / release control of the clutches C1, C2. The control system which manages operation | movement and return operation | movement to a neutral position is shown.
The control system that controls the shift operation and neutral return operation of the synchronous mesh mechanisms 21, 22, 29, and 30 (collectively referred to as shift)
A 1-R shift fork 41 for engaging and shifting the outer circumferential groove of the coupling sleeve 21a forming the synchronous meshing mechanism 21;
A 3-5 shift fork 42 for engaging and shifting the outer circumferential groove of the coupling sleeve 22a forming the synchronous meshing mechanism 22;
A 2-4 shift fork 43 for engaging and shifting the outer circumferential groove of the coupling sleeve 30a forming the synchronous meshing mechanism 30;
A 6-N shift fork 44 for engaging and shifting the outer circumferential groove of the coupling sleeve 29a forming the synchronous meshing mechanism 29;
Furthermore, the shift forks 41 to 44 have shift actuators 45 to 48 for causing the shift forks 41 to 44 to stroke for the above-described shift, respectively.

The 1-R shift actuator 45, the 3-5 shift actuator 46, the 2-4 shift actuator 47, and the 6-N shift actuator 48 are fixed to the transmission case.
The 1-R shift actuator 45 keeps the 1-R shift fork 41 at the current shift position while the oil passages 51, 52 at both ends are drained.
While supplying the actuator operating hydraulic pressure to the oil passage 51 and draining the oil passage 52, the 1-R shift fork 41 is moved leftward from the reverse (R) position to the neutral position shown in FIG. When shifting to the position and stopping the hydraulic pressure supply to the oil passage 51, the 1-R shift fork 41 is stopped at the shift position at that time,
While supplying the actuator hydraulic pressure to the oil passage 52 and draining the oil passage 51, the 1-R shift fork 41 is moved to the right to move from the first gear position to the neutral position shown in FIG. 1, and further reverse from this neutral position (R). When shifting to the position and stopping the hydraulic pressure supply to the oil passage 52, the 1-R shift fork 41 is stopped at the shift position at that time.

The 3-5 shift actuator 46 keeps the 3-5 shift fork 42 at the current shift position while the oil passages 53, 54 at both ends are drained.
While supplying the actuator hydraulic pressure to the oil passage 53 and draining the oil passage 54, the 3-5 shift fork 42 is moved to the left to move from the third speed position to the neutral position shown in FIG. 1, and further from this neutral position to the fifth speed position. When the hydraulic pressure supply to the oil passage 53 is stopped, the 3-5 shift fork 42 is stopped at the shift position at that time,
While supplying the actuator hydraulic pressure to the oil passage 54 and draining the oil passage 53, the 3-5 shift fork 42 is moved to the right to move from the fifth speed position to the neutral position shown in FIG. 1, and further from this neutral position to the third speed position. When the hydraulic pressure supply to the oil passage 54 is stopped, the 3-5 shift fork 42 is stopped at the shift position at that time.

The 2-4 shift actuator 47 keeps the 2-4 shift fork 43 at the current shift position while the oil passages 55, 56 at both ends are drained.
While supplying the actuator hydraulic pressure to the oil passage 55 and draining the oil passage 56, the 2-4 shift fork 43 is moved to the left to move from the fourth speed position to the neutral position shown in FIG. 1, and further from this neutral position to the second speed position. When the hydraulic pressure supply to the oil passage 55 is stopped, the 2-4 shift fork 43 is stopped at the shift position at that time,
While supplying the actuator hydraulic pressure to the oil passage 56 and draining the oil passage 55, the 2-4 shift fork 43 is moved to the right to move from the second speed position to the neutral position shown in FIG. 1, and further from this neutral position to the fourth speed position. When the hydraulic pressure supply to the oil passage 56 is stopped, the 2-4 shift fork 43 is stopped at the shift position at that time.

The 6-N shift actuator 48 keeps the 6-N shift fork 44 at the current shift position while the oil passages 57 and 58 at both ends are drained.
While supplying the actuator hydraulic pressure to the oil passage 57 and draining the oil passage 58, the 6-N shift fork 44 is moved left to shift from the neutral position shown in FIG. When the hydraulic pressure supply is stopped, the 6-N shift fork 44 is stopped at the shift position at that time,
While supplying the actuator hydraulic pressure to the oil passage 58 and draining the oil passage 57, the 6-N shift fork 44 is moved to the right to shift from the 6th gear position to the neutral position shown in FIG. When the hydraulic pressure supply is stopped, the 6-N shift fork 44 is stopped at the shift position at that time.

An odd gear stage pressure valve 61 for generating an odd gear stage pressure Po, which is an operating pressure of the shift actuators 45, 46, is set as one set of the 1-R shift actuator 45 and the 3-5 shift actuator 46 for the odd gear group. Provided,
An even speed stage pressure valve 62 for generating an even speed stage pressure Pe, which is an operation source pressure of the shift actuators 47, 48, is provided as a set of 2-4 shift actuator 47 and 6-N shift actuator 48 for even speed stages. .
The odd speed shift pressure valve 61 and the even speed shift pressure valve 62 are respectively set to the odd speed shift pressure Po and the even speed based on the line pressure PL adjusted by adjusting the drain amount using the hydraulic oil from the engine-driven oil pump as a medium. It is assumed that the shift speed Pe is created.

A sequence solenoid valve 70, which is a common electric ON / OFF type shift actuator selection valve, is interposed between the odd speed stage pressure valve 61 and the even speed stage pressure valve 62 and the shift actuators 45, 46, 47, 48.
Then, between the sequence solenoid valve 70 and the odd-numbered shift stage pressure valve 61, the operating pressure of the 1-R shift actuator 45 or the 3-5 shift actuator 46 is created using the odd-numbered shift stage pressure Po as a source pressure. An odd speed shift actuator module 80 for determining which direction to supply the actuator hydraulic pressure to the corresponding shift actuator 45 or 46 is interposed.
Further, between the sequence solenoid valve 70 and the even speed shift pressure valve 62, the working oil pressure of the 2-4 shift actuator 47 or the 6-N shift actuator 48 is created using the even speed shift pressure Pe as the original pressure. An even speed shift actuator module 90 that determines which direction to supply the actuator hydraulic pressure to the corresponding shift actuator 47 or 48 is interposed.

The sequence solenoid valve 70 includes a valve body 71 and a solenoid 72, and is configured so that the spring force of the spring 73 and the solenoid oil pressure from the solenoid oil passage 74 are caused to oppose to both ends of the valve body 71.
The solenoid 72 is actuated against the spring force of the spring 75 when it is ON, so that the line pressure PL is output to the solenoid oil passage 74 as a solenoid oil pressure, thereby causing the valve body 71 to resist the spring force of the spring 73. 2 is not connected to the oil passage shown by a broken line, and when OFF, the solenoid 75 is drained by the non-actuated spring force and the solenoid oil passage 74 is drained. It shall be connected to the oil passage.

Note that when the solenoid 72 is turned off and the valve body 71 is in the oil passage connection state shown by the solid line in FIG. 2, the valve body 71 is connected to the oil passages 53, 54 and 6-both of the 3-5 shift actuator 46 as shown in FIG. The oil passages 57 and 58 at both ends of the N shift actuator 48 are connected to the drain port to make the shift actuators 46 and 48 in a shift control disabled state.
Both end oil passages 51, 52 of the 1-R shift actuator 45 and both end oil passages 55, 56 of the 2-4 shift actuator 47 are connected to the corresponding odd speed shift actuator module 80 and even speed shift actuator module 90, respectively. Thus, the 1-R shift actuator 45 and the 2-4 shift actuator 47 are brought into a state in which shift control can be performed by the individual shift actuator modules 80 and 90.

When the solenoid body 72 is turned ON and the valve body 71 is connected to the oil passage shown by the broken line in FIG. 2, the valve body 71 is shifted to both ends of the oil passages 51, 52 and 2-4 of the 1-R shift actuator 45 as shown in FIG. The oil passages 55 and 56 at both ends of the actuator 47 are connected to the drain port so that the shift actuators 45 and 47 are in a shift control disabled state.
Both end oil passages 53 and 54 of the 3-5 shift actuator 46 and both end oil passages 57 and 58 of the 6-N shift actuator 48 are connected to the corresponding odd speed shift actuator module 80 and even speed shift actuator module 90, respectively. Thus, the 3-5 shift actuator 46 and the 6-N shift actuator 48 are set in a state where shift control can be performed by the individual shift actuator modules 80 and 90.

The odd speed shift actuator module 80 includes odd speed shift pressure solenoids 81 and 82 that generate two types of shift pressures Po1 and Po2 using the odd speed shift pressure Po as a source pressure.
The corresponding end oil passages of the 1-R shift actuator 45 or the 3-5 shift actuator 46 in which the odd speed shift pressures Po1 and Po2 are selected by the sequence solenoid valve 70 (valve element 71) as described above and shift control is possible. And shift solenoids 83 and 84 for determining whether the corresponding end oil passage should be drained.
Here, as shown in FIGS. 2 and 3, each of the shift solenoids 83 and 84 is in a normal state (when OFF), and the corresponding end oil passage of the 1-R shift actuator 45 or the 3-5 shift actuator 46 which can be selected and controlled for shift is provided. It is assumed that the odd speed shift pressures Po1 and Po2 are supplied to the corresponding end oil passages of the 1-R shift actuator 45 or the 3-5 shift actuator 46 which are selected and shift-controllable when drained and activated.

The even speed shift actuator module 90 includes even speed shift pressure solenoids 91 and 92 that generate two types of shift pressures Pe1 and Pe2 using the even speed shift pressure Pe as a source pressure,
These even speed shift pressures Pe1 and Pe2 are selected by the sequence solenoid valve 70 (valve element 71) as described above so that the shift control is possible and the corresponding end oil passage of the 2-4 shift actuator 47 or the 6-N shift actuator 48. And shift solenoids 93 and 94 for determining whether the corresponding end oil passage should be drained or not.
Here, as shown in FIGS. 2 and 3, each of the shift solenoids 93 and 94 has a corresponding end oil passage of the 2-4 shift actuator 47 or 6-N shift actuator 48 that can be selected and controlled to shift as shown in FIGS. It is assumed that even speed shift pressures Pe1 and Pe2 are supplied to corresponding end oil passages of 2-4 shift actuator 47 or 6-N shift actuator 48 which are selected and shift-controllable when drained and operated by ON.

The pre-shift operation of the shift control system for the synchronous mesh mechanisms 21, 22, 29, 30 (see FIG. 1) described above with reference to FIGS.
[First-speed pre-shift]
When the first speed is desired in the forward travel range such as the D range, the sequence solenoid valve 70 (valve element 71) is turned OFF to enter the oil passage connection state shown in FIG. While the 4 shift actuator 47 is selected to be shift control enabled, the 3-5 shift actuator 46 and the 6-N shift actuator 48 are disabled.
In this state, the shift solenoid 83 is turned on to supply the odd speed shift pressure Po1 to the corresponding end oil passage 51 of the 1-R shift actuator 45, and at the opposite end of the 1-R shift actuator 45 by turning off the shift solenoid 84. Drain oil passage 52.
As a result, the 1-R shift actuator 45 shifts the 1-R shift fork 41 to the first speed position, and performs the pre-shift to the first speed of the odd-numbered gear group required as described above at the first speed. it can.
The shift of the 1-R shift fork 41 to the first gear position (pre-shift to the first gear of the odd gear group) is appropriately performed by adjusting the odd gear shift pressure Po1 by the solenoid 81 and properly terminated. At this time, the shift solenoid 83 is turned off.

When selecting the first speed in response to the selection operation from the N range to the D range, as described above, the second speed of the even speed shift group is simultaneously with the pre-shift to the first speed of the odd speed shift group. The pre-shift to speed is also completed, but this is accomplished as follows.
That is, the sequence solenoid valve 70 (valve element 71) is turned OFF and the shift solenoid 93 is turned ON while the oil passage connection state shown in FIG. 2 is maintained, and the even speed shift pressure Pe1 is applied to the corresponding end of the 2-4 shift actuator 47. While supplying to the oil passage 55, the opposite end oil passage 56 of the 2-4 shift actuator 47 is drained by turning off the shift solenoid 94.
As a result, the 2-4 shift actuator 47 shifts the 2-4 shift fork 43 to the 2nd speed position, so that the even-numbered shift group required as described above is pre-shifted to the 2nd speed at the 1st speed. it can.
The shift of the 2-4 shift fork 43 to the second speed position (pre-shift to the second speed of the even speed shift group) is appropriately performed by adjusting the even speed shift pressure Pe1 by the solenoid 91 and properly terminated. At this time, the shift solenoid 93 is turned off.

[2nd speed pre-shift]
When the 1st to 2nd shift is completed and the 2nd speed is selected, as described above, the odd shift group is pre-shifted to the 3rd speed, that is, the coupling sleeve 22a of the synchronous meshing mechanism 22 in FIG. 19 is drive-coupled to the first input shaft 4 to perform odd-shift group 1 → 3 preshift, which is performed as follows.
That is, the sequence solenoid valve 70 (valve element 71) is switched to the oil passage connection state shown in FIG. 3 by turning ON, and the 3-5 shift actuator 46 and the 6-N shift actuator 48 are selected so as to be capable of shift control, The 1-R shift actuator 45 and the 2-4 shift actuator 47 are disabled from shift control.
In this state, the shift solenoid 83 is turned on to supply the odd speed shift pressure Po1 to the corresponding end oil passage 54 of the 3-5 shift actuator 46, and at the opposite end of the 3-5 shift actuator 46 by turning off the shift solenoid 84. Drain oil passage 53.
As a result, the 3-5 shift actuator 46 shifts the 3-5 shift fork 42 to the 3rd speed position, and performs the pre-shift to the 3rd speed of the odd-numbered speed group required as described above at the 2nd speed. it can.
The shift of the 3-5 shift fork 42 to the third speed position (pre-shift to the third speed of the odd-numbered gear group) is appropriately performed by adjusting the odd-numbered gear shift pressure Po1 by the solenoid 81 and properly terminated. At this time, the shift solenoid 83 is turned off.

[3-speed pre-shift]
When the 3rd speed is selected after the 2 → 3 shift is completed, as described above, the pre-shift to the 4th speed of the even-numbered speed group, that is, the coupling sleeve 30a of the synchronous meshing mechanism 30 in FIG. 1 is returned to the neutral position. While separating the gear 26 from the countershaft 10 and driving the coupling sleeve 30a of the synchronous meshing mechanism 30 to the right to drive-couple the gear 28 to the countershaft 10, this performs a 2 → 4 preshift of the even gear group. This is accomplished as follows.
That is, the sequence solenoid valve 70 (valve element 71) is switched to the oil passage connection state shown in FIG. 2 by turning OFF, and the 1-R shift actuator 45 and the 2-4 shift actuator 47 are selected to be shift-controllable, The shift control of the 3-5 shift actuator 46 and the 6-N shift actuator 48 is disabled.
In this state, the shift solenoid 94 is turned on to supply the even speed shift pressure Pe2 to the corresponding end oil passage 56 of the 2-4 shift actuator 47, and at the opposite end of the 2-4 shift actuator 47 by turning off the shift solenoid 93. Drain oil passage 55.
As a result, the 2-4 shift actuator 47 shifts the 2-4 shift fork 43 to the 4th speed position, and performs the pre-shift from the 2nd speed to the 4th speed of the even-numbered speed group required as described above at the 3rd speed. Can be done.
The shift of the 2-4 shift fork 43 to the fourth speed position (pre-shift from the second speed to the fourth speed of the even speed group) is appropriately performed by adjusting the even speed shift pressure Pe2 by the solenoid 92. The shift solenoid 94 can be turned off at the end.

[4-speed pre-shift]
When the 4th speed is selected after the completion of the 3 → 4 shift, as described above, the odd shift group is pre-shifted to the 5th speed, that is, the coupling sleeve 22a of the synchronous meshing mechanism 22 is returned to the neutral position in FIG. The gear 19 is disconnected from the first input shaft 4, and the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the left so that the gear 31 is coupled to the first input shaft 4. This is done as follows.
That is, the sequence solenoid valve 70 (valve element 71) is switched to the oil passage connection state shown in FIG. 3 by turning ON, and the 3-5 shift actuator 46 and the 6-N shift actuator 48 are selected so as to be capable of shift control, The 1-R shift actuator 45 and the 2-4 shift actuator 47 are disabled from shift control.
In this state, the shift solenoid 84 is turned on to supply the odd speed shift pressure Po2 to the corresponding end oil passage 53 of the 3-5 shift actuator 46, and at the opposite end of the 3-5 shift actuator 46 by turning off the shift solenoid 83. Drain oil passage 54.
As a result, the 3-5 shift actuator 46 shifts the 3-5 shift fork 42 to the 5th speed position and performs the pre-shift from the 3rd speed to the 5th speed of the odd-numbered gear group required as described above at the 4th speed. Can be done.
The shift of the 3-5 shift fork 42 to the fifth gear position (pre-shift from the third gear to the fifth gear in the odd gear group) is appropriately performed by adjusting the odd gear shift pressure Po2 by the solenoid 82. The shift solenoid 84 can be turned off at the end.

[5-speed pre-shift]
When the 5th speed is selected after the 4th to 5th shift, the pre-shift to the 6th speed of the even-numbered speed group, that is, the coupling sleeve 30a of the synchronous meshing mechanism 30 in FIG. 1 is returned to the neutral position as described above. While the gear 28 is disconnected from the countershaft 10, the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved to the left to drive-couple the gear 24 to the countershaft 10, thereby performing a 4 → 6 pre-shift of the even gear group. This is accomplished as follows.
That is, the sequence solenoid valve 70 (valve element 71) is switched to the oil passage connection state shown in FIG. 2 by turning OFF, and the 1-R shift actuator 45 and the 2-4 shift actuator 47 are selected to be shift-controllable, The shift control of the 3-5 shift actuator 46 and the 6-N shift actuator 48 is disabled.
In this state, the shift solenoid 93 is turned on to supply the even speed shift pressure Pe1 to the corresponding end oil passage 55 of the 2-4 shift actuator 47, and at the opposite end of the 2-4 shift actuator 47 by turning off the shift solenoid 94. Drain oil passage 56.
As a result, the 2-4 shift actuator 47 can return the 2-4 shift fork 43 from the 4th speed position to the neutral position, and this neutral position return is appropriately performed by adjusting the even speed shift pressure Pe1 by the solenoid 91. The shift solenoid 93 can be turned off at the end.

Next, the sequence solenoid valve 70 (valve element 71) is switched to the oil passage connection state shown in FIG. 3 by turning ON, and the 3-5 shift actuator 46 and the 6-N shift actuator 48 are selected to be shift-controllable, The 1-R shift actuator 45 and the 2-4 shift actuator 47 are disabled from shift control.
In this state, the shift solenoid 93 is turned on to supply the even speed shift pressure Pe1 to the corresponding end oil passage 57 of the 6-N shift actuator 48 and at the opposite end of the 6-N shift actuator 48 by turning off the shift solenoid 94. Drain oil passage 58.
As a result, the 6-N shift actuator 48 can shift the 6-N shift fork 44 from the neutral position to the 6th speed position. This shift is appropriately performed by adjusting the even speed shift pressure Pe1 by the solenoid 91. At this time, the shift solenoid 93 is turned off.
As described above, the pre-shift from the fourth speed to the sixth speed of the even-numbered speed group required as described above at the fifth speed can be performed.

[6-speed pre-shift]
When the 6th speed is selected after the 5 → 6 shift, the pre-shift to the 5th speed of the odd-numbered gear group is required as described above. When the 6th speed is selected, the synchronous meshing mechanism 22 in FIG. Since the coupling sleeve 22a is still shifted to the same fifth speed position as when the fifth speed is selected, the pre-shift control is not actually required.

[Preshift when downshifting]
Even when the downshift is sequentially performed from the sixth speed to the first speed, a predetermined reverse preshift can be performed by performing preshift control opposite to that in the case of the upshift.

[Problems during repeated shifting between adjacent gears]
Fig. 5 shows the problem when the automatic manual transmission described above repeats repetitive shifting between the third and fourth speeds, which are adjacent to each other (prone to occur on continuous curved uphill roads, etc.). This will be explained below.
FIG. 5 shows that a 3 → 4 upshift is performed between adjacent third speed and fourth speed, that is, instant t10, and 4 → 3 downshift is performed conversely at instant t20. 4 is an operation time chart when 4 upshift is performed, 4 → 3 downshift is performed at the instant t40, and 3 → 4 upshift is performed at the instant t50.

  The 3-5 shift fork 42 (3-5 coupling sleeve 22a) is in the 3rd gear selection state by the 3rd gear position and the engagement of the clutch C1, and the 2-4 shift by the pre-shift corresponding to this is selected. At the instant t10 when the fork 43 (2-4 coupling sleeve 30a) is in the 4th speed and the standby gear position is the 4th speed, a shift command from the 3rd speed to the 4th speed is generated and the clutch C1 to the clutch C2 When an upshift from 3rd speed to 4th speed is performed by changing gears, as described above after this shift, a pre-shift is performed so that the standby gear position is 5th speed on the 1st upshift side from 4th speed (transmission gear position). Done.

During this pre-shift, the sequence solenoid valve 70 was in the OFF state in FIG. 2 until the standby gear position was set to the 4th speed until the 3 → 4 shift end instant t10. The pre-shift to speed will be switched to the ON state in FIG.
Under the ON state of the sequence solenoid valve 70, the 3-5 shift fork 42 (3-5 coupling sleeve 22a) is shifted from the 3rd gear position to the 5th gear position as described above at the instant t11, and the standby gear position is reached. A pre-shift to make the 5th gear is performed.

If the sequence solenoid valve 70 is left in the ON state even after the pre-shift is completed, energy (both electrical energy and hydraulic energy in the illustrated example) is consumed to maintain this ON state, resulting in a deterioration in fuel consumption. Invite.
Therefore, when the preshift is completed, the sequence solenoid valve 70 is turned OFF in FIG. 2 at the instant t12 immediately after that (in FIG. 5, it is shown as an instant delayed from the t11 at the end of the preshift for the sake of clarity). It is common sense to return to the state so that no energy is consumed to maintain the ON state.

However, when the sequence solenoid valve 70 is returned to the OFF state in FIG. 2 at the instant t12 immediately after the pre-shift is finished, the following problem occurs.
In other words, if a 4 → 3 shift command is generated at the instant t13 within a short time after the instant t12 when the sequence solenoid valve 70 is returned to the OFF state, it is necessary to pre-shift to the third speed in response to this. Therefore, the sequence solenoid valve 70 is changed from the OFF state in FIG. 2 to the ON state in FIG. 3 again.
Then, at the instant t14 after the switching of the sequence solenoid valve 70 from OFF to ON is completed, the 3-5 shift fork 42 (3-5 coupling sleeve 22a) is changed from the fifth speed position to the third speed position as described above. Shifted, and a pre-shift to make the standby gear position 3rd is performed,
At the instant t20 after the pre-shift, a 4 → 3 downshift is performed in which the transmission gear position is changed from the fourth speed to the third speed by switching from the clutch C2 to the clutch C1.

When the 4 → 3 downshift is performed at the instant t20, as described above, a preshift is required so that the standby gear position is the fourth speed on the upshift side from the third speed (transmission gear position).
At the time of this pre-shift, the sequence solenoid valve 70 was in the ON state until immediately before to shift the standby gear position to the 3rd speed, but this sequence solenoid valve 70 was turned off at the instant t20 and for the pre-shift to the 4th speed. It will switch to the state.
However, since the 2-4 shift fore 43 (2-4 coupling sleeve 30a) remains at the 4th gear position as shown in FIG. 5, the even gear group is set to the 4th gear position. In practice, the pre-shift to the fourth speed has already been completed, the pre-shift is not executed, and only the above operation for switching the sequence solenoid valve 70 to the OFF state at the instant t20 is performed.

Thereafter, from the instant t30 when the 3 → 4 upshift is performed to the instant t40 when the 4 → 3 downshift is performed and also after the instant t30 when the 3 → 4 upshift is performed, the instants t10 to t20 Similar pre-shift (automatic shift) control is repeated.
However, immediately after t11, t31, t51 at the end of the pre-shift, the sequence solenoid valve 70 is returned to the OFF state at t12, t32, t52 to avoid the deterioration of fuel consumption due to the ON state holding energy (electrical energy and hydraulic energy). Then
When a 4 → 3 downshift command is generated at the instant t13, t33,... Immediately after that, the sequence solenoid valve 70 that has been returned to the OFF state must be switched to the ON state again in order to save fuel consumption.
Therefore, the shift corresponding to the 4 → 3 downshift command is delayed by the time required for switching the sequence solenoid valve 70 from OFF to ON, and the shift response becomes worse.

In addition, when the 3 → 4 upshift and 4 → 4 downshift are repeated between adjacent gears, the preshift with sequence solenoid valve 70 OFF → ON switching and the preshift with reverse ON → OFF switching alternate Will be done
The problem that the durability of the sequence solenoid valve 70 is deteriorated by frequent switching of the state is not negligible.

[Problem solution]
In order to solve these problems, the present embodiment is configured so that the sequence solenoid valve 70 is switched on and off in particular according to the control program of FIG.
In step S11, it is checked whether or not the pre-shift request is instantaneous. If the pre-shift request is instantaneous, the timer TM for measuring the ON duration of the sequence solenoid valve 70 is reset to 0 in step S12. In S13, the sequence solenoid valve 70 is controlled to be turned on and off as usual according to the gear train and the required pre-shift.
Note that step S12 and step S13 are executed only once at the preshift request instant, and from the next time step S11 advances the control to step S14.

When it is determined in step S11 that the pre-shift request is not instantaneous, the control proceeds to step S14, and the ON / OFF control of the sequence solenoid valve 70 determined by the normal control in step S13 turns the sequence solenoid valve 70 to the ON state. Then, it is checked whether or not the sequence solenoid valve 70 is currently ON.
The ON / OFF control of the sequence solenoid valve 70 determined by the normal control in step S13 is to turn the sequence solenoid valve 70 in the OFF state, and when it is determined in step S14 that the sequence solenoid valve 70 is currently in the OFF state. In step S15, the sequence solenoid valve 70 is maintained in the OFF state, and the pre-shift can be executed as requested.

  When ON / OFF control of the sequence solenoid valve 70 determined by the normal control in step S13 is to turn on the sequence solenoid valve 70, and when it is determined in step S14 that the sequence solenoid valve 70 is currently ON. In step S16, the sequence solenoid valve ON holding time measurement timer TM is incremented to measure the ON duration time of the sequence solenoid valve 70.

In the next step S17, it is checked whether the measured value of the timer TM (the ON duration of the sequence solenoid valve 70) is less than the set time ΔT or has reached the set time ΔT.
While the measured value of the timer TM (sequence solenoid valve 70 ON duration) is less than the set time ΔT, the sequence solenoid valve 70 is maintained in the ON state in step S18, and the pre-shift can be executed as required under this condition. To.

When it is determined in step S17 that the measured value of the timer TM (the ON duration of the sequence solenoid valve 70) has reached the set time ΔT, the control proceeds to step S15, where the sequence solenoid valve 70 is changed from the ON state to the OFF state. Return.
In other words, if there is a pre-shift request accompanied by switching the sequence solenoid valve 70 from OFF to ON, the sequence solenoid valve 70 is continuously turned ON for the set time ΔT and then returned to the OFF state.

  Here, the set time ΔT is determined so as to eliminate the above-described problem that occurs when the downshift and the upshift are repeated between adjacent shift stages, which occurs when traveling on a continuous curved uphill road.

  In other words, when downshifting and upshifting are repeated between adjacent gears, a preshift that requires the ON state of the sequence solenoid valve 70 occurs immediately after the preshift that involves switching the sequence solenoid valve 70 from OFF to ON. Nevertheless, when returning to the OFF state in consideration of the consumption of the ON holding energy of the sequence solenoid valve 70, the speed change response deteriorates only for the time required for the sequence solenoid valve 70 to switch from OFF to ON. The set time ΔT is determined as much as possible.

Similarly, after pre-shifting with switching of the sequence solenoid valve 70 from OFF to ON, immediately after returning to the OFF state in view of the consumption of ON holding energy of the sequence solenoid valve 70,
During repeated downshifts and upshifts between adjacent gears, pre-shifting with sequence solenoid valve 70 switching from OFF to ON and pre-shifting with reverse switching from ON to OFF occur alternately, and sequence solenoid valve 70 Although the durability of 70 is impaired due to frequent state switching, the set time ΔT is determined to such an extent that this concern can be resolved.

Therefore, since the set time ΔT meeting these requirements cannot be expected to have an effect commensurate with a certain length of time, it does not need to be long.
The longer the length, the worse the fuel consumption due to the ON holding energy of the sequence solenoid valve 70. Therefore, it is important to set the minimum length necessary for solving the above problem.

The ON / OFF switching control of the sequence solenoid valve 70 described above with reference to FIG. 4 will be described below based on FIG.
6 is similar to FIG. 5, between 3rd and 4th speeds adjacent to each other, that is, 3 → 4 upshift is performed at instant t10, and 4 → 3 downshift is performed at instant t20. It is an operation time chart when a 3 → 4 upshift is performed at the instant t30, a 4 → 3 downshift is performed at the instant t40, and a 3 → 4 upshift is performed at the instant t50.

Therefore, in FIG. 6, the standby gear position and the transmission gear position are determined by pre-shifting and clutch switching similar to those in FIG. 5.
According to the sequence solenoid valve ON / OFF switching control shown in FIG. 4, as shown in FIG. 6, during the set time ΔT from the instant t10, t30 when the pre-shift request accompanied by OFF → ON switching of the sequence solenoid valve 70 is made. The sequence solenoid valve 70 is not turned off but is kept on, and is returned to the off state when the set time ΔT has elapsed from the instant t10, t30.

Therefore, when the sequence solenoid valve 70 is required to be in the ON state at the instant t13, t33 immediately after the instant t11, t31 when the pre-shift accompanied by switching the sequence solenoid valve 70 from OFF to ON is performed. Then, the 5 → 3 preshift for the speed change can be performed without requiring the sequence solenoid valve 70 to be switched from OFF to ON.
The shift response can be improved only for the time required for switching the sequence solenoid valve 70 from OFF to ON.

For the same reason, the sequence solenoid valve 70 is frequently switched from OFF to ON as shown in FIG. 6 even when the upshift and downshift are repeated between the third speed and the fourth speed, which are adjacent gears. To avoid the concern that
The problem that the durability of the sequence solenoid valve 70 is impaired by frequent switching of the state can be solved.

Furthermore, since the ON state holding time of the sequence solenoid valve 70 is set to the set time ΔT only, the above problem can be solved while minimizing the deterioration in fuel consumption due to the energy loss required to hold the sequence solenoid valve 70 in the ON state. Can be realized.
It should be noted that the set time ΔT should be varied according to the transmission gear position.In this case, the ON state retention time of the sequence solenoid valve 70 is appropriately set so as not to be excessive or insufficient under any gear position. The above effects can be made more remarkable.

Further, according to the sequence solenoid valve ON / OFF switching control shown in FIG. 4, when a pre-shift request is generated even when the loop including step S14 to step S18 is selected and the sequence solenoid valve ON / OFF control is performed. Since step S11 selects step S12 and step S13 only once at that moment,
Every time a pre-shift request is generated by a shift command, the sequence solenoid valve 70 can be turned on and off as requested by the shift command to perform a shift according to the shift command. Absent.

1 is a skeleton diagram showing a twin clutch type automatic manual transmission to which an automatic transmission control device of the present invention can be applied. FIG. 2 is a hydraulic circuit diagram showing the shift control system of the twin clutch type manual transmission shown in FIG. 1 in a state in which a sequence solenoid inside is OFF. FIG. 2 is a hydraulic circuit diagram showing the shift control system of the twin clutch type manual transmission shown in FIG. 1 in a state where a sequence solenoid in the interior is ON. It is a flowchart concerning the ON / OFF control program of the sequence solenoid valve, showing the main part of the automatic transmission control device according to one embodiment of the present invention. 2 is an operation time chart showing problems when the twin clutch manual transmission shown in FIG. 1 is subjected to shift control based on normal automatic shift control theory. 3 is an operation time chart when the twin clutch type manual transmission shown in FIG. 1 is subjected to shift control based on an automatic shift control theory to which the idea of the present invention is applied.

Explanation of symbols

1 Engine 2 Crankshaft
C1 Odd-speed clutch
C2 Even-speed clutch 3 Clutch drum 4 First input shaft 5 Second input shaft 6 Output shaft 7 Clutch hub 8 Clutch hub
10 Counter shaft
11 Counter gear
12 Output gear
G1 1st gear set
G2 2nd gear set
G3 3rd speed gear set
G4 4th gear set
G5 5th gear set
G6 6th gear set
GR reverse gear set
21 1st gear-reverse synchronous meshing mechanism
22 3-speed-5-speed synchronous meshing mechanism
29 6-speed synchronous meshing mechanism
30 2nd and 4th gear synchronous meshing mechanism
41 1-R shift fork
42 3-5 shift fork
43 2-4 shift fork
44 6-N shift fork
45 1-R shift actuator
46 3-5 shift actuator
47 2-4 shift actuator
48 6-N shift actuator
61 Odd speed step pressure valve
62 Even speed step pressure valve
70 Sequence solenoid valve (shift actuator selection valve)
71 Disc
72 Solenoid
80 Shift actuator module for odd gears
81,82 Odd speed step pressure solenoid
83,84 Shift solenoid
90 Shift actuator module for even gears
91,92 Even speed step solenoid
93,94 Shift solenoid

Claims (3)

A plurality of gear trains are provided, and one of the gear trains can be selected as a transmission gear train by shifting a selection meshing mechanism for each gear train from a neutral position with a corresponding shift actuator.
One of the paired shift actuators is placed in an oil passage connection state in which the shift operation and neutral return operation are possible, and the other shift actuator is put in an oil passage connection state in which the shift operation and neutral return operation is impossible. It has an ON / OFF type shift actuator selection valve to select the shift actuator that can be operated by connecting the shift actuators in the opposite oil path connection state,
Of the shift actuators that are paired by switching the ON / OFF switch of the shift actuator selection valve after the transmission gear train is selected, the shift actuators that are not involved in the transmission gear train are capable of the shift operation and the neutral return operation. In an automatic manual transmission that is in a connected state and performs a pre-shift that shifts the corresponding selective meshing mechanism by the shift actuator,
At the time of the pre-shift that involves switching the ON / OFF of the shift actuator selection valve, the ON state of the shift actuator selection valve is maintained for a set time even after the pre-shift is completed, and the ON state of the shift actuator selection valve is immediately after the pre-shift. An automatic transmission control device for an automatic manual transmission, wherein a shift preselection for shifting can be performed without requiring a shift actuator selection valve to be switched from OFF to ON when a shift requiring the above is commanded. The automatic transmission control device for an automatic manual transmission according to claim 1,
An automatic transmission control device for an automatic manual transmission, wherein the set time is varied according to the transmission gear train. The automatic transmission control device for an automatic manual transmission according to claim 1 or 2,
Even if it is during the set time, when a shift command is generated, the shift actuator selection valve is switched ON and OFF as required by the shift command, and a pre-shift corresponding to the shift command is performed. An automatic transmission control device for an automatic manual transmission characterized by

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