JP2013194867A - Control device of transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the durability of a transmission by suppressing a load applied on a sleeve to a minimum while preventing the sleeve positioned at an in-gear position from shifting to a neutral position side.SOLUTION: A sleeve shift prediction means is provided which predicts the possibility that a sleeve SL positioned at an in-gear position shifts to a neutral position. The sleeve shift prediction means predicts a sleeve shift if it determines that the sleeve SL positioned at the in-gear position may shift to a neutral position based on an output of an engine or an operation of a shift actuator 6. When the sleeve shift prediction means predicts the sleeve shift, the shift actuator 6 temporarily applies a shift load to the in-gear side with respect to the sleeve SL at the in-gear position.

Description

  The present invention relates to a control device for controlling a transmission mounted on a vehicle, and in particular, includes an engagement switching mechanism for switching a transmission gear so that the transmission gear can be rotated relative to a rotation shaft. The present invention relates to a control device for controlling the engagement switching mechanism for a transmission.

  A transmission mounted on a vehicle includes a rotary shaft including an input shaft to which driving force of a prime mover is input and an output shaft provided in parallel with the input shaft, a plurality of drive gears provided on the input shaft, and an output A transmission gear including a plurality of driven gears provided on the shaft and meshing with each of the plurality of drive gears, and an engagement switching mechanism for switching any of the transmission gears so that they can be relatively rotated with respect to the rotation shaft. (Synchromesh mechanism). The engagement switching mechanism includes a hub that engages with the rotation shaft so as not to rotate relative to the rotation shaft, and a sleeve that is mounted so as not to rotate relative to the hub and that can move in the axial direction, and the sleeve overlaps only the hub. Between a neutral position that allows relative rotation of the transmission gear with respect to the rotation shaft and an in-gear position that engages the transmission gear with the rotation shaft so as not to rotate relative to the rotation shaft. It can move in the axial direction.

  By the way, while the vehicle is running, the sleeve fitted to the dog teeth of the transmission gear at the above-mentioned in-gear position, the shift fork for moving the sleeve, and the like are caused by the rotation of the transmission gear and the rotating shaft. Acceleration works. For this reason, there is a possibility that the sleeve that is engaged with the dog teeth of the transmission gear at the in-gear position gradually comes out of the dog teeth of the transmission gear.

  As conventional techniques for dealing with this point, there are shift control devices described in Patent Documents 1 to 3. In the speed change control device described in Patent Documents 1 to 3, when it is detected that the sleeve fitted to the dog teeth of the speed change gear has actually come out or is about to come off, the in-gear is attached to the sleeve. A method has been proposed in which a load is applied to the position again to reinsert (push back) the sleeve into the in-gear position.

  Here, the prior art described in Patent Documents 1 to 3 performs an operation of pushing back after the sleeve is actually pulled out or is about to come off. However, when the sleeve is actually pulled out and then pushed back, the sleeve is in a state of being pulled out until it returns to the normal in-gear position again, so that the driving force transmission at the gear stage expected by the driver of the vehicle can be prevented. This is a state that is not normally performed, and may adversely affect the comfort of driving operation and the acceleration function of the vehicle. Even when it is detected that the sleeve is about to come off and is reinserted, the required gear position is changed according to the driving situation until the operation for reinsertion is completed after the operation to reenter the actuator is instructed. A time during which shifting cannot be performed occurs. Therefore, in this case as well, there is a risk of adversely affecting driving comfort and the acceleration function of the vehicle.

  Also, when judging that the sleeve has actually been removed, the position of the sleeve is detected by the stroke sensor, so there is a problem in the accuracy of sleeve position detection due to variations in the stroke sensor and its surrounding structure due to solids and the effects of aging. In such a case, it cannot be judged until the sleeve is actually pulled out, or the sleeve is not about to be pulled out but a load is applied to the in-gear position on the sleeve. There is a problem that the deterioration due to wear of the shift fork or the like is accelerated.

JP 2000-205410 A US Pat. No. 6,227,063 US Pat. No. 6,883,394

  The present invention has been made in view of the above points, and its purpose is to minimize the load applied to the sleeve while preventing the sleeve in the in-gear position from slipping out toward the neutral position. An object of the present invention is to provide a transmission control device capable of improving the durability of the transmission by suppressing the transmission.

  In order to solve the above problems, a transmission control apparatus according to the present invention includes an input shaft (10) to which a driving force from a prime mover (1) mounted on a vehicle is input, and a parallel input shaft (10). A rotary shaft including the provided output shaft (13), a plurality of drive gears (31 to 38) provided on the input shaft (10), and a plurality of drive gears (provided on the output shaft (13)). 31 to 38) A transmission gear including a plurality of driven gears (41, 43, 45, 47) meshing with each of the transmission gear and any one of the transmission gears can be relatively rotated with respect to the rotation shaft in order to set a gear position. In the transmission (2a) having one or a plurality of engagement switching mechanisms (S1 to S4) that are switched so as to be disabled, the engagement switching mechanisms (S1 to S4) are relative to each other on the rotating shaft (10). The hub (HB) installed so as not to rotate and the hub (HB) A sleeve (SL) that is non-rotatable and mounted so as to be movable in the axial direction, and the sleeve (SL) overlaps only the hub (HB) in the axial direction, so that the relative rotation of the transmission gear with respect to the rotation shaft is prevented. It is possible to move between the neutral position to be allowed and the in-gear position where the transmission gear is engaged with the rotation shaft so as not to rotate relative to the rotation shaft by overlapping both the hub (HB) and the transmission gear in the axial direction. A shift actuator (6) for moving the sleeve (SL) between the neutral position and the in-gear position, a control means (5) for controlling the shift actuator (6), and the sleeve (SL) at the in-gear position The sleeve (SL) in the in-gear position is in a neutral position based on the in-gear determining means (5) for determining the presence of the gear and the output of the motor (1) or the operation of the shift actuator (6). A sleeve missing prediction means (5) for judging whether or not there is a possibility of coming out to the side, with respect to the sleeve (SL) determined to be in the in-gear position by the in-gear judging means (5). When the slip-out predicting means (5) makes a sleeve slip-off prediction determination that there is a possibility of slipping out to the neutral position side, the control means (5) moves the in-gear position sleeve to the in-gear side with the shift actuator (6). The shift load (F) is controlled to be applied.

  In the transmission control apparatus according to the present invention, when the sleeve removal prediction determination that there is a possibility that the sleeve is determined to be in the in-gear position is likely to come out to the neutral position side by the sleeve removal prediction means, The shift actuator is controlled to apply a shift load to the in-gear side of the sleeve at the in-gear position. That is, before the sleeve fitted to the transmission gear side in the in-gear position is actually pulled out, a state where there is a possibility of pulling out is detected, and in that case, a shift load is applied to the sleeve to prevent it from coming off. Therefore, the sleeve is prevented from coming off. As a result, it is possible to prevent the in-gear position sleeve from actually being pulled out or coming out of the way so that the in-gear position cannot be traveled. In addition, it is possible to prevent the sleeve from coming off by predicting the coming out of the sleeve, so that it is possible to suppress a change in the driving force not intended by the driver while the vehicle is running, and the driver does not feel uncomfortable. Traveling control is possible.

  In the transmission control apparatus, the shift actuator (6) includes a hydraulic pressure generating means (53) for generating hydraulic pressure, and a pressure adjusting means (LS) capable of adjusting the hydraulic pressure generated by the hydraulic pressure generating means (53). And a plurality of pistons (P1 to P4) for driving one or a plurality of sleeves (SL) included in one or a plurality of engagement switching mechanisms (S1, S2), and pressure regulation means (LS). And a plurality of oil passages (73 to 76) for selectively applying the hydraulic pressure to the plurality of pistons (P1, P2) and oil passage switching means (VA, VB), and when it is determined that the oil pressure of the pistons (P1 to P4) corresponding to the sleeve (SL) at the in-gear position varies with the switching of the oil passage switching means (VA, VB), the sleeve is removed. Sleeve removal by prediction means (5) It may be to be the prediction determination.

  When the oil passage switching means switches the oil passage communicating with the piston corresponding to the sleeve at the in-gear position, the oil pressure changes due to the switching of the oil passage, and the sleeve at the in-gear position slips to the neutral position side. A load in the direction may be added. Therefore, when the oil passage is switched, sleeve slip prediction is determined by the sleeve slip prediction means, and control is performed to apply a shift load toward the in-gear side to the sleeve at the in-gear position. Can be prevented in advance.

  In this case, the oil passage switching means (VA, VB) are switching valves (VA, VB) for switching the plurality of oil passages (73-76), and solenoid valves (SA, VB) for driving the switching valves (VA, VB). SB), and when the solenoid valves (SA, SB) are operated by the control of the control means (5), the sleeve removal prediction means (5) may be determined for sleeve removal prediction.

  In the transmission control apparatus, the motor output variable means (8) for changing the output of the motor (1) based on the operation of the vehicle driver, and the motor output detection means for detecting the output of the motor (1). (206 or 209), and when the output detected by the motor output detection means (206 or 209) changes by a predetermined amount or more, or when the output changes between a positive output and a negative output, The sleeve missing prediction means (5) may determine the sleeve missing prediction.

  When the output of the prime mover changes by more than a predetermined amount, or when the output of the prime mover changes between a positive output and a negative output, the acceleration in the rotational direction applied to the sleeve at the in-gear position changes abruptly. There is a case where a load is applied to the sleeve in the direction in which the sleeve moves toward the neutral position. On the other hand, when the output detected by the motor output detecting means changes by a predetermined amount or more, or when the output changes between a positive output and a negative output, the sleeve missing predicting means makes a sleeve missing prediction judgment. Thus, by performing control to apply a shift load toward the in-gear side to the sleeve at the in-gear position, it is possible to prevent the sleeve from coming off.

  Alternatively, the transmission control device detects the motor output variable means (8) for changing the output of the motor (1) based on the operation of the vehicle driver and the rotational speed (Ne) of the motor (1). At least one of a rotational speed detection means (201) and a prime mover output detection means (206 or 209) for detecting the output of the prime mover (1), the rotational speed (Ne) of the prime mover (1) is a predetermined rotational speed (Ne1). In the case of the above high rotation or when the output of the prime mover (1) becomes a high output higher than a predetermined value, the sleeve loss prediction means may determine the sleeve loss prediction.

  When the rotational speed of the prime mover is higher than the predetermined rotational speed or when the output of the prime mover is higher than the predetermined rotational speed, the acceleration in the rotational direction applied to the sleeve at the in-gear position is increased, so that the in-gear position There is a case where a load is applied in a direction in which the sleeve comes out toward the neutral position. On the other hand, when the rotational speed of the prime mover detected by the rotational speed detection means is greater than or equal to a predetermined value, or when the output of the prime mover detected by the prime mover output detection means is a high output greater than or equal to a predetermined value, the sleeve by the sleeve slippage prediction means By performing the prediction of slipping out and performing control to apply a shift load toward the in-gear side to the sleeve at the in-gear position, it is possible to prevent the sleeve from slipping out.

  Further, in the transmission control device, the control means (5) is configured to shift the load applied to the sleeve (SL) by the shift actuator (6) while the sleeve removal prediction means (5) is performing the sleeve removal prediction determination. It is desirable to continue applying (F). According to this, it is possible to more reliably prevent the sleeve at the in-gear position from coming off by continuing to apply the shift load to the sleeve at the in-gear position while the sleeve removal prediction determination is being made.

  Further, in the transmission control device, the control means (5), when the sleeve removal prediction means by the sleeve removal prediction means (5) is cancelled, the shift load (SL) applied to the sleeve (SL) by the shift actuator (6). It is desirable to cancel or reduce F).

  If a shift load is continuously applied to the sleeve at the in-gear position in order to prevent the sleeve from coming off, there is a risk that a component such as a shift fork that slides on the sleeve will deteriorate due to wear. On the other hand, according to the above configuration, after the state where the sleeve may come off is completed, the shift load applied to the sleeve is released or reduced, so that the component such as a shift fork can be obtained. It is possible to suppress the occurrence of adverse effects such as wear.

  Further, in the transmission control device, the control means (5) includes a shift actuator (1) when the output or the rotational speed of the prime mover (1) is higher than a predetermined value, compared with a case where the output is lower than the predetermined value. Control for increasing the shift load (F) to the sleeve (SL) according to 6) may be performed.

  According to this configuration, the higher the output or rotation of the prime mover is, the higher the output or rotation is, the larger the shift load applied to the sleeve at the in-gear position is controlled. In a traveling state with little acceleration / deceleration (cruise traveling state or the like), the shift load applied to the sleeve at the in-gear position can be kept small. That is, the magnitude of the shift load for preventing slipping applied to the sleeve at the in-gear position is different between during cruise traveling and during traveling with a large change in motor output. Thereby, the wear of the shift fork on which the sleeve slides can be minimized. Further, since the friction between the sleeve and the shift fork can be reduced, it is possible to contribute to improving the fuel consumption of the vehicle.

  Further, the transmission control apparatus includes transmission torque detection means (209) for detecting transmission torque transmitted by the transmission (2a), and shift load (F) applied to the sleeve (SL) by the shift actuator (6). Is preferably increased as the transmission torque detected by the transmission torque detection means (209) decreases.

When the transmission torque transmitted by the transmission is small, the rotational driving force applied to each part of the engagement switching device such as the transmission gear and the sleeve is small. Since the meshing force with the gear side is weak, there is a high possibility that the sleeve at the in-gear position moves in the direction in which it can be removed. For this reason, the smaller the transmission torque detected by the transmission torque detection means as described above, the greater the shift load applied to the sleeve, thereby preventing the sleeve from coming off more reliably.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the transmission control device of the present invention, the sleeve applied in the in-gear position is prevented from coming out to the neutral position side, while the load applied to the sleeve is suppressed to the minimum necessary, thereby changing the speed. The durability of the machine can be improved.

It is the schematic of the drive system of a vehicle provided with the control apparatus of the transmission concerning one Embodiment of this invention. It is a skeleton figure of a transmission (twin clutch type automatic transmission) provided with a synchronous engagement device (engagement switching device). It is the schematic which shows a part of hydraulic control apparatus (shift actuator) which controls a synchronous engagement apparatus. It is a figure which shows the structural example of a 2-4 speed synchronous engagement apparatus and a 2-4 speed hydraulic actuator. It is a figure which shows operation | movement of a 2-4 speed synchronous engagement apparatus, (a) is a neutral position, (b) is an in-gear position on the 4th-speed drive gear side, (c) is an in-gear to the 2nd-speed drive gear side. It is a figure which shows a position. It is a flowchart which shows the procedure of the control which applies the shift load for slipping prevention to the sleeve of an in-gear position. It is a figure which shows the flow of the hydraulic oil accompanying switching of a gear stage. It is a timing chart which shows change of various values at the time of applying shift load for sleeve omission prevention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram of a drive system of a vehicle including a control device for an automatic transmission according to a first embodiment of the present invention. FIG. 2 is a skeleton diagram of a transmission (twin clutch type automatic transmission). As shown in FIG. 1, the vehicle of the present embodiment includes an engine 1 and an automatic transmission 2 to which the driving force of the engine 1 is transmitted via a fluid torque converter 3. The automatic transmission 2 includes a stepped transmission mechanism 2a. The vehicle also includes an FI-ECU 4 that controls the engine 1, an AT-ECU (control means) 5 that controls the automatic transmission 2 including the torque converter 3, a rotational drive of the torque converter 3, and a lock-up clutch that will be described later. And a hydraulic control device 6 for controlling the operation of a plurality of friction engagement elements and synchronous engagement devices provided in the transmission mechanism 2a of the automatic transmission 2.

  The rotational output of the engine 1 is output to a crankshaft (output shaft of the engine 1) 1a. The rotation of the crankshaft 1a is transmitted to the main shaft 10 (first and second input shafts 11 and 12 described later) of the automatic transmission 2 via the torque converter 3 with the lockup clutch 35. A known configuration can be applied to the torque converter 3, and detailed description thereof is omitted here. The automatic transmission 2 includes, for example, a stepped transmission mechanism 2a having eight forward speeds and one reverse speed. The configuration of the transmission mechanism 2a will be described later.

  The rotational torque of the main shaft 10 is transmitted to the counter shaft (output shaft) 13 through the speed change mechanism 2a shown in FIG. Further, the rotational torque of the countershaft 13 is transmitted to the drive wheels W and W of the vehicle via the gear trains 19 and 26 and the differential mechanism 25 shown in FIG.

  A crankshaft rotational speed sensor 201 that detects the rotational speed Ne of the crankshaft 1a (engine 1) is provided in the vicinity of the crankshaft 1a. In the vicinity of the main shaft 10, a main shaft rotation speed sensor 202 that detects the rotation speed (input shaft rotation speed of the automatic transmission 2) Ni of the main shaft 10 is provided. In the vicinity of the countershaft 13, a countershaft rotation speed sensor 203 that detects the rotation speed of the countershaft 13 (the output shaft rotation speed of the automatic transmission 2) No is provided. The rotation speed data detected by each of the rotation speed sensors 201 to 203 is output to the AT-ECU 5. A vehicle speed sensor 204 for detecting the vehicle speed Nv is also provided. The vehicle speed data detected by the vehicle speed sensor 204 is output to the AT-ECU 5. Further, a throttle opening sensor 206 for detecting the throttle opening TH of the engine 1 is provided. The throttle opening data detected by the throttle opening sensor 206 is output to the FI-ECU 4.

  An accelerator pedal opening sensor 207 for detecting an opening (accelerator pedal opening) AP of the accelerator pedal 8 is provided in the vicinity of the accelerator pedal (prime motor output variable means) 8. The accelerator pedal opening degree data detected by the accelerator pedal opening degree sensor 207 is output to the FI-ECU 4.

  In addition, an oil temperature sensor 208 that detects an oil temperature TA of hydraulic oil (ATF) of the automatic transmission 2 (hydraulic control device 6) is provided in the hydraulic control device 6. The ATF temperature (oil temperature) data detected by the oil temperature sensor 208 is output to the AT-ECU 5. In addition, a TM input torque sensor 209 for detecting an input torque (TM input torque) input from the lockup clutch 35 to the speed change mechanism 2a is provided. The TM input torque signal from the TM input torque sensor 209 is output to the AT-ECU 5.

  In addition, the vehicle of the present embodiment includes a shift device 9 that is operated by a driver via a shift lever. As shown in FIG. 1, for example, P (parking), R (reverse travel), N (neutral), D (automatic transmission mode (normal mode)) are provided at positions of a shift lever (not shown) in the shift device 9. Forward travel) and S (forward travel in sport mode). A shift lever position sensor 205 is provided in the vicinity of the shift device 9. The shift lever position sensor 205 detects the position of the shift lever operated by the driver.

  The FI-ECU 4 controls the output of the engine 1, that is, the rotational speed Ne of the engine 1, based on the detection data input from the sensors 202 to 209 and various data input from the AT-ECU 5. In addition, the AT-ECU 5 detects a valve group (first and second shift valves described later) in the hydraulic control device 6 based on detection data input from the sensors 202 to 209 and various data input from the FI-ECU 4. Friction engagement elements and engagement switching devices (first and later described below) driven by hydraulic pressure by controlling solenoid valves (first and second shift solenoids SA and SB and the like described later) for driving VA, VB and the like. 2nd clutch CL1, CL2, synchronous engagement apparatus S1-S4, etc.) are controlled. Further, the AT-ECU 5 adjusts the lockup control amount via the hydraulic control device 6 in a predetermined operation region, and performs the engagement control of the lockup clutch 35.

  The speed change mechanism 2a shown in FIG. 2 is a twin clutch type automatic speed change mechanism capable of setting eight forward speeds and one reverse speed. The speed change mechanism 2a includes a second input shaft 12 to which a driving force of the engine (prime mover) 1 is input via the torque converter 3, a first input shaft 11 disposed in parallel to the second input shaft 12, and an output. A shaft 13 is provided. A drive gear 15 fixed on the second input shaft 12 is engaged with a driven gear 16 fixed on the first input shaft 11. Therefore, the second input shaft 12 and the first input shaft 11 are always connected via the drive gear 15 and the driven gear 16 and rotate in the reverse direction at a constant rotation speed ratio determined by the number of teeth of the drive gear 15 and the driven gear 16. The speed change mechanism 2a is also provided with mechanisms such as a reverse shaft and a reverse gear for setting the reverse gear, but illustration and description thereof are omitted here.

  A first clutch (odd-stage clutch) CL1 is disposed at the shaft end of the first input shaft 11. The first clutch CL1 switches between engagement and disengagement between the first input shaft 11 and a first drive shaft (first drive shaft) 17 fitted to the outer periphery of the first input shaft 11 so as to be relatively rotatable. A first speed drive gear 31, a third speed drive gear 33, a fifth speed drive gear 35, and a seventh speed drive gear 37 are supported on the first drive shaft 17 so as to be relatively rotatable. The first-speed drive gear 31 and the third-speed drive gear 33 can be selectively coupled to the first drive shaft 17 by the first-third speed synchronous engagement device (engagement switching device) S1, and the fifth-speed drive. The gear 35 and the seventh speed drive gear 37 can be selectively coupled to the first drive shaft 17 by a 5-7 speed synchronous engagement device (engagement switching device) S3.

  A second clutch (even-numbered clutch) CL <b> 2 is disposed at the shaft end of the second input shaft 12. The second clutch CL2 switches between engagement and disengagement between the second input shaft 12 and the second drive shaft 18 that is relatively rotatably fitted to the outer periphery thereof. A second speed drive gear 32, a fourth speed drive gear 34, a sixth speed drive gear 36, and an eighth speed drive gear 38 are supported on the second drive shaft 18 so as to be relatively rotatable. The 2nd speed drive gear 32 and the 4th speed drive gear 34 can be selectively coupled to the second drive shaft 18 by a 2-4 speed synchronous engagement device (engagement switching device) S2, and 6th speed drive. The gear 36 and the 8-speed drive gear 38 can be selectively coupled to the second drive shaft 18 by a 6-8 speed synchronous engagement device (engagement switching device) S4.

  A 1-2 speed driven gear 41, a 3-4 speed driven gear 43, a 5-6 speed driven gear 45, and a 7-8 speed driven gear 47 are fixed on the output shaft 13. The 1st-speed driven gear 31 on the 1st drive shaft 17 and the 2nd-speed drive gear 32 on the 2nd drive shaft 18 mesh with the 1-2 speed driven gear 41. The 3rd-speed driven gear 43 meshes with the 3rd-speed drive gear 33 on the first drive shaft 17 and the 4th-speed drive gear 34 on the second drive shaft 18. The 5-6 speed driven gear 45 meshes with the 5th speed drive gear 35 on the first drive shaft 17 and the 6th speed drive gear 36 on the second drive shaft 18. The 7-8 speed driven gear 47 meshes with the 7th speed drive gear 37 on the first drive shaft 17 and the 8th speed drive gear 38 on the second drive shaft 18.

  A final drive gear 19 fixed to the output shaft 13 meshes with a final driven gear 26 provided in the differential mechanism 25, and drive wheels W, W are connected to axles 27, 27 extending from the differential mechanism 25 to the left and right.

  The first clutch CL1, the first, third, fifth and seventh speed drive gears 31, 33, 35 and 37 provided on the first drive shaft 17, the first and third speed synchronous engagement devices S1 and 5-7. The synchronous engagement device S3 constitutes a first transmission mechanism (first engagement switching means) GR1 for setting an odd number of gears. The second clutch CL2, the second, fourth, sixth and eighth speed drive gears 32, 34, 36 and 38 provided on the second drive shaft 18, and the second and fourth speed synchronous engagement devices S2 and 6- The 8-speed synchronous engagement device S4 constitutes a second speed change mechanism (second engagement switching means) GR2 for setting even-numbered speeds.

  In the transmission 2, when the first clutch CL1 is engaged, the driving force of the crankshaft 1a of the engine 1 is changed from the torque converter 3 → the drive gear 15 on the second input shaft 12 → the driven gear 16 on the first input shaft 11. → The first input shaft 11 is transmitted to the first speed change mechanism GR1 through the path of the first clutch CL1. On the other hand, when the second clutch CL2 is engaged, the driving force of the crankshaft 1a of the engine 1 is transmitted to the second transmission mechanism GR2 through a route of the torque converter 3 → the second input shaft 12 → the second clutch CL2.

  Accordingly, when the first-speed synchronous engagement device S1 is moved to the right and the first clutch CL1 is engaged with the first-speed drive gear 31 coupled to the first drive shaft 17, the first-speed gear stage is established. If the second clutch CL2 is engaged in a state where the four-speed synchronous engagement device S2 is moved to the right and the second-speed drive gear 32 is coupled to the second drive shaft 18, the second-speed shift stage is established, and the first-third synchronization is engaged. When the first clutch CL1 is engaged in a state where the combined device S1 is moved to the left and the third-speed drive gear 33 is coupled to the first drive shaft 17, the third-speed gear stage is established, and the second-speed to fourth-speed synchronous engagement device S2 is established. When the second clutch CL2 is engaged in a state where the fourth speed drive gear 34 is coupled to the second drive shaft 18 by moving leftward, the fourth speed stage is established. Thereafter, similarly, the gears up to the eighth gear can be set by switching the engagement of the synchronous engagement devices S1 to S4 and the first and second clutches CL1 and CL2.

  When shifting up from the first gear to the eighth gear, the second gear is pre-shifted while the first clutch CL1 is engaged and the first gear is established, and the first clutch CL1 is The second gear is established by disengaging and engaging the second clutch CL2, and the third gear is pre-shifted while the second clutch CL2 is engaged and the second gear is established, The third speed is established by disengaging the second clutch CL2 and engaging the first clutch CL1. This is repeated in order to perform upshifting.

  On the other hand, at the time of downshift from the 8th gear to the 1st gear, the 7th gear is pre-shifted while the second clutch CL2 is engaged and the 8th gear is established, and the second clutch CL2 is The 7th speed is established by disengaging and engaging the first clutch CL1, and the 6th speed is preshifted while the first clutch CL1 is engaged and the 7th speed is established, The first gear CL1 is disengaged and the second clutch CL2 is engaged to establish the sixth gear, and this is repeated to shift down. As a result, the driving force can be shifted up and down without interruption.

  FIG. 3 is a hydraulic circuit diagram showing a part of the hydraulic control device 6 for controlling the operation of the speed change mechanism 2a. In the hydraulic control device (shift actuator) 6 shown in the figure, in order to operate the 1-3 speed synchronous engagement device S1 and the 2-4 speed synchronous engagement device S2, the 1-3 speed hydraulic actuator is correspondingly operated. A1, 2-4 speed hydraulic actuator A2 is provided. The hydraulic control device 6 is also provided with a hydraulic actuator for operating the 5-7 speed synchronous engagement device S3 and the 6-8 speed synchronous engagement device S4. Omitted.

  The 1-3 speed hydraulic actuator A1 includes a 1st speed piston P1 and a 3rd speed piston P3 arranged to face each other, and a 1-3 speed synchronous engagement device S1 with a shift fork F1 integrated with both pistons P1, P3. Is activated. The 2-4 speed hydraulic actuator A2 includes a 2nd speed piston P2 and a 4th speed piston P4 that are arranged to face each other, and a 2-4 speed synchronous engagement device S2 with a shift fork F2 integrated with both pistons P2, P4. Is activated.

  Detents (not shown) are provided on the shift forks F1 and F2 of the respective synchronous engagement devices S1 and S2 corresponding to the neutral position and the left and right engagement positions. Thus, the synchronous engagement devices S1 and S2 are configured to be held in the detent when in the neutral position and the left and right engagement positions, and no hydraulic pressure is required.

  On the other hand, in the hydraulic control device 6, the hydraulic oil (ATF) pumped up from the reservoir 51 via the strainer 52 by the oil pump (hydraulic pressure generating means) 53 is supplied to the first linear solenoid valve (pressure adjusting means) LS1 and the second linear. The pressure is supplied to a solenoid valve (pressure adjusting means) LS2 for pressure adjustment.

  A first shift valve VA for the 1-3 speed hydraulic actuator A1 is connected to the downstream side of the first linear solenoid valve LS1, and a 2-4 speed hydraulic actuator is connected to the downstream side of the second linear solenoid valve LS2. A second shift valve VB for A2 is connected.

  The operating port 66 of the first shift valve VA is supplied with hydraulic pressure from a first shift solenoid (solenoid valve) SA, and the first shift valve VA is switched and controlled by the first shift solenoid SA. The One port 65 in the first shift valve VA is connected to the first speed piston P1 of the first to third speed hydraulic actuator A1 through the oil path 73, and the other port 64 is connected to the first speed valve VA through the oil path 74. The third speed piston P3 of the third speed hydraulic actuator A1 is connected.

  The operation port 72 of the second shift valve VB is supplied with hydraulic pressure from the second shift solenoid (solenoid valve) SB, and the second shift valve VB is controlled to be switched by the second shift solenoid SB. The One port 71 in the second shift valve VB is connected to the second speed piston P2 of the second to fourth speed hydraulic actuator A1 via the oil path 75, and the other port 70 is connected to the second speed valve PB via the oil path 76. It is connected to the fourth speed piston P4 of the fourth speed hydraulic actuator A2.

  The first shift valve VA can take two positions (◯ position and X position) with the first shift solenoid SA. In the ○ position, the port 61 connected to the first linear solenoid valve LS1 and the port connected to the first speed piston P1. 65 communicates. Thereby, the hydraulic pressure is supplied to the first speed piston P1 via the oil passage 73, and the shift load to the first speed in-gear position is applied to the shift fork F1 and the sleeve SL of the first to third speed synchronous engagement device S1. At the same time, the port 64 connected to the third speed piston P3 communicates with the port 62 connected to the reservoir 51. As a result, the hydraulic oil discharged from the third speed piston P3 is pushed back to the return oil passage 77 side leading to the reservoir 51 via the oil passage 74.

  Further, at the x position of the first shift valve VA, the port 61 connected to the first linear solenoid valve LS1 and the port 64 connected to the third speed piston P3 communicate with each other. As a result, hydraulic pressure is supplied to the third speed piston P3 via the oil passage 74, and a shift load to the third speed in-gear position is applied to the shift fork F1 and the sleeve SL of the first to third speed synchronous engagement device S1. At the same time, the port 65 connected to the first speed piston P1 communicates with the port 63 connected to the reservoir 51. As a result, the hydraulic oil discharged from the first-speed piston P1 is pushed back to the return oil passage 77 side leading to the reservoir 51 through the oil passage 73.

  The second shift valve VB can take two positions (◯ position and X position) with the second shift solenoid SB. In the ○ position, the port 67 connected to the second linear solenoid valve LS2 and the port connected to the second speed piston P2. 71 communicates. As a result, the hydraulic pressure is supplied to the second speed piston P2 via the oil passage 75, and the shift load to the second speed in-gear position is applied to the shift fork F2 and the sleeve SL of the second to fourth speed synchronous engagement device S2. At the same time, the port 70 connected to the 4-speed piston P4 communicates with the port 68 connected to the reservoir 51. As a result, the hydraulic oil discharged from the fourth-speed piston P4 is pushed back to the return oil passage 77 side leading to the reservoir 51 via the oil passage 76.

  Further, at the x position of the second shift valve VB, the port 67 connected to the second linear solenoid valve LS2 and the port 70 connected to the fourth speed piston P4 communicate with each other. As a result, hydraulic pressure is supplied to the fourth speed piston P4 through the oil passage 76, and a shift load to the fourth speed in-gear position is applied to the shift fork F2 and the sleeve SL of the 2-4 speed synchronous engagement device S2. At the same time, the port 71 connected to the second-speed piston P2 communicates with the port 69 connected to the reservoir 51. As a result, the hydraulic oil discharged from the second-speed piston P2 is pushed back to the return oil passage 77 communicating with the reservoir 51 through the oil passage 75.

  FIG. 4 is a diagram showing the 2-4 speed synchronous engagement device S2 and the 2-4 speed hydraulic actuator A2. FIG. 5 is a diagram for explaining the operation of the 2-4 speed synchronous engagement device S2, where (a) is a neutral position, (b) is an in-gear position toward the 2nd speed drive gear, ) Is a diagram showing an in-gear position toward the 4-speed drive gear. In the following description, the 2-4 speed synchronous engagement device S2 and the 2-4 speed hydraulic actuator A2 will be described as examples of the synchronous engagement device and the hydraulic actuator. The same applies to the engagement device S1 and the 1-3 speed hydraulic actuator A1.

  As shown in FIG. 4, the 2-4 speed synchronous engagement device S2 includes a hub (synchro hub) HB that engages with the second drive shaft (rotary shaft) 18 (see FIG. 2) so as not to rotate relative thereto. And a sleeve (synchronized sleeve) SL that is attached to the hub HB so as not to be rotatable relative to the hub HB. The sleeve SL slides in the axial direction between the second speed drive gear 32 side and the fourth speed drive gear 34 side on the outer peripheral side of the hub HB via the shift fork F2 driven by the 2-4 speed hydraulic actuator A2. It is like that. The shift fork F2 slides (slidably contacts) with the outer peripheral surface of the sleeve SL as the sleeve SL rotates.

  As shown in FIG. 5 (a), when the shift fork F2 is in an intermediate position (center) between the second speed drive gear 32 side and the fourth speed drive gear 34 side, the sleeve SL overlaps only the hub HB. The second speed drive gear 32 and the fourth speed drive gear 34 are in a neutral position that allows relative rotation with respect to the rotary shaft 18. From this state, when the hydraulic pressure is supplied to the second-speed piston P2, the shift fork F2 and the sleeve SL move toward the second-speed drive gear 32, so that the sleeve SL becomes the hub HB as shown in FIG. And an in-gear position (second-speed in-gear position) where the second-speed drive gear 32 is engaged with the rotary shaft 18 so as not to be relatively rotatable. On the other hand, when hydraulic pressure is supplied to the 4-speed piston P4 from the neutral position, the shift fork F2 and the sleeve SL move toward the 4-speed drive gear 34, and as shown in FIG. When the SL overlaps with both the hub HB and the dog teeth 34a of the 4-speed drive gear 34, an in-gear position (4-speed in-gear position) where the 4-speed drive gear 34 is engaged with the rotary shaft 18 so as not to be relatively rotatable. )

  As described above, in the synchronous engagement device S2 during traveling of the vehicle, the sleeve SL fitted to the dog teeth 32a and 34a of the transmission gears 32 and 34 at the in-gear position and the sleeve SL are moved. The acceleration due to the rotation of the transmission gears 32, 34, the rotary shaft 18 and the like acts on the shift fork F2 and the like. Therefore, the sleeve SL fitted to the dog teeth 32a and 34a of the transmission gears 32 and 34 at the in-gear position gradually comes out of the dog teeth 32a and 34a of the transmission gears 32 and 34, and the neutral gear side from the in-gear position. There is a risk of moving to. In order to cope with this, the AT-ECU 5 of the present embodiment may cause the sleeve SL in the in-gear position to come out to the neutral position side based on the output of the engine 1 or the operation of the hydraulic control device (shift actuator) 6. Judgment is made whether or not there is. When the slip prediction determination that the sleeve SL at the in-gear position is likely to slip toward the neutral position is made (hereinafter, simply referred to as “disengagement prediction determination”), the hydraulic control device 6 performs the sleeve at the in-gear position. Control for temporarily applying a shift load to the in-gear side with respect to SL (hereinafter, this control is referred to as “sleeve removal prevention control”) is performed. Hereinafter, this sleeve removal prevention control will be described in detail.

  FIG. 6 is a flowchart showing a procedure for applying a shift load for preventing slipping to the sleeve SL in the in-gear position (sleeve SL fitted to the speed change gear 32 side or the speed change gear 34 side) in the sleeve slippage prevention control. . Here, it is first determined whether or not the sleeve SL is in the in-gear position as a premise that a shift load for preventing slipping is applied to the sleeve SL in the in-gear position (step ST1). Whether the sleeve SL is in the in-gear position depends on whether the rotational speed difference between the main shaft (input shaft) 10 and the counter shaft (output shaft) 13 of the speed change mechanism 2a is equal to or less than a predetermined rotational speed, or the shaft of the sleeve SL. When a position sensor (not shown) for detecting the position in the direction is provided, it is possible to make a determination based on information on the sleeve position detected by the position sensor. As a result, when it is determined that the sleeve SL is not in the in-gear position (NO), the processing is ended as it is. On the other hand, if it is determined that the sleeve SL is in the in-gear position (YES), first, it is determined whether or not the oil passages 73 to 76 communicating with the hydraulic actuator corresponding to the sleeve SL in the in-gear position have been switched (step ST2). ). Since the switching of the oil passages 73 to 76 in this case is performed by the switching of the shift valves VA and VB, whether or not the oil passages 73 to 76 are switched is driven by the AT-ECU 5 of the shift solenoids SA and SB. Judgment can be made by That is, the determination can be made based on an actuator state signal including a signal indicating that the shift solenoids SA and SB are driven.

  Explaining a specific example of the oil path switching, when a gear shift command to the second gear is issued in a state where the sleeve SL of the first to third gear synchronous engagement device S1 shown in FIG. 3 is in the first gear in-gear position. By switching the second shift valve VB, the hydraulic pressure is applied to the second speed piston P2 of the 2-4 speed hydraulic actuator A2, so that the sleeve SL of the 2-4 speed synchronous engagement device S2 is moved from the neutral position to the 2nd speed in gear. It moves to the position and enters the second speed in-gear state (fitted state) (second speed preshift).

  FIG. 7 is a diagram illustrating the flow of hydraulic oil in the hydraulic control device 6 in this case. As shown in the figure, when the second shift valve VB is switched, hydraulic pressure is applied to the second speed piston P2 of the second to fourth speed hydraulic actuator A2, so that the sleeve SL of the second to fourth speed synchronous engagement device S2 is moved. When the gear shifts from the neutral position to the second gear in-gear position and enters the second gear in-gear state (fitted state), the hydraulic oil passes through the oil passage 76 from the fourth gear piston P4 of the hydraulic actuator A2 as the shift fork F2 moves. Extruded. A part of the pushed hydraulic oil flows into the third speed piston P3 side of the hydraulic actuator A1 via the return oil passage 77 leading to the reservoir 51, as indicated by an arrow in FIG. As a result, a load is applied to move the sleeve SL of the first to third speed synchronous engagement device S1 located at the first speed in-gear position toward the neutral position (in the direction away from the in-gear position). That is, in this case, the oil passages 73 to 77 corresponding to the sleeve SL of the first to third speed synchronous engagement device S1 at the first speed in-gear position have been switched.

  If it is determined that the oil passages 73 to 76 communicating with the hydraulic actuator corresponding to the sleeve SL in the in-gear position have been switched (YES in step ST2), the sleeve SL is predicted to be removed, and the oil passage switching is performed. A sleeve load command is issued (step ST3). Then, the sleeve load is calculated based on the sleeve load command (step ST13), and the shift load toward the in-gear side is applied to the sleeve SL at the in-gear position by the hydraulic actuator A2 based on the calculation result (step ST13). ST14). Specifically, if the sleeve SL of the 2-4 speed synchronous engagement device S2 is at the 2nd speed in-gear position, a shift load toward the 2nd speed in gear is applied by applying hydraulic pressure to the 2nd speed piston P2.

  On the other hand, if it is determined in the previous step ST2 that the oil passage communicating with the hydraulic actuator of the sleeve SL in the in-gear position has not been switched (NO), has the vehicle travel state changed from the acceleration state to the deceleration state? It is determined whether or not (step ST4). This determination is made based on whether or not the output of the engine 1 has been switched from a positive output to a negative output based on an input torque signal of the speed change mechanism 2a detected by the TM input torque sensor 208. As a result, when it is determined that the traveling state of the vehicle has switched from the acceleration state to the deceleration state (YES), the sleeve removal prediction determination is performed, and the sleeve load command at the time of switching from the acceleration state to the deceleration state is issued (step) ST5). Then, the sleeve load is calculated based on the sleeve load command (step ST13), and based on the calculation result, a shift load toward the in-gear side is applied to the sleeve SL at the in-gear position by the hydraulic actuator ( Step ST14).

  On the other hand, when it is determined in step ST4 that the traveling state of the vehicle has not been switched from the acceleration state to the deceleration state (NO), it is subsequently determined whether or not the traveling state of the vehicle has been switched from the deceleration state to the acceleration state. (Step ST6). This determination is made based on whether or not the output of the engine 1 is switched from the negative output to the positive output based on the input torque signal of the speed change mechanism 2a detected by the TM input torque sensor 208 or the like. As a result, when it is determined that the traveling state of the vehicle has been switched from the deceleration state to the acceleration state (YES), the sleeve SL removal prediction determination is performed, and a sleeve load command at the time of switching from the deceleration state to the acceleration state is issued ( Step ST7). Then, the sleeve load is calculated based on the sleeve load command (step ST13), and based on the calculation result, a shift load toward the in-gear side is applied to the sleeve SL at the in-gear position by the hydraulic actuator ( Step ST14).

  On the other hand, if it is determined in step ST6 that the traveling state of the vehicle has not switched from the deceleration state to the acceleration state (NO), the input rotational speed of the automatic transmission 2 (transmission mechanism 2a) continues to be the predetermined rotational speed. It is determined whether or not this is the case (step ST8). This determination is made based on the rotational speed signal of the input shaft 10 of the speed change mechanism 2a detected by the main shaft rotational speed sensor 202. As a result, when it is determined that the input rotational speed of the automatic transmission 2 (transmission mechanism 2a) is equal to or higher than the predetermined rotational speed (YES), the sleeve SL removal prediction determination is performed, and the sleeve SL load for each rotational speed is commanded. (Step ST9). Then, the sleeve load is calculated based on the sleeve load command (step ST13), and based on the calculation result, a shift load toward the in-gear side is applied to the sleeve SL at the in-gear position by the hydraulic actuator ( Step ST14).

  On the other hand, when it is determined in step ST8 that the input rotation speed of the automatic transmission 2 (transmission mechanism 2a) is less than the predetermined rotation speed (NO), the input of the automatic transmission 2 (transmission mechanism 2a) is continued. It is determined whether or not the torque is equal to or greater than a predetermined torque (step ST10). This determination is made based on the input torque signal of the speed change mechanism 2a detected by the TM input torque sensor 208. As a result, when it is determined that the input torque of the automatic transmission 2 (transmission mechanism 2a) is equal to or greater than the predetermined torque (YES), the sleeve SL removal prediction determination is performed and a sleeve load command for each input torque is issued (step) ST11). Based on the sleeve load command, the sleeve load is calculated (step ST13), and based on the calculation result, a shift force toward the in-gear side is applied to the sleeve SL at the in-gear position by the hydraulic actuator ( Step ST14).

  If it is determined in step ST10 that the input torque of the automatic transmission 2 (transmission mechanism 2a) is less than the predetermined torque (NO), is the vehicle ignition key (not shown) turned on? It is determined whether or not (step ST12). As a result, if the ignition key is on (YES), the process returns to the previous step ST1, and the subsequent processing is executed again. On the other hand, if the ignition key is in an off state (NO), the process is terminated as it is.

  FIG. 8 is a timing chart showing changes in various values when a shift load for preventing sleeve removal is applied in the above procedure. In the figure, the accelerator pedal opening AP (or the input torque signal of the speed change mechanism 2a), the speed command, the oil pressure applied to the hydraulic actuator at the time of speed change, the rotational speed Ne of the engine 1, and the sleeve SL at the in-gear position are applied. The change with respect to the elapsed time t of each shift load F for preventing slipping is shown. Here, first, in a state where the accelerator pedal opening AP is a constant value (positive value), the rotational speed Ne of the engine 1 gradually increases and becomes equal to or higher than the predetermined rotational speed (Ne1) at time t1. As a result, the slip prediction of the sleeve SL is determined, and the shift load F for preventing slippage is applied to the sleeve SL at the in-gear position.

  That is, when the rotational speed Ne of the engine 1 is a high rotational speed that is equal to or higher than the predetermined rotational speed Ne1, the speed change gear and the rotary shaft of the traveling gear stage become high speed, and the vibration increases, so that the sleeve SL becomes in-gear. Where there is a risk of slipping out of the position, it is possible to effectively prevent the sleeve SL from slipping out by applying the shift load F for preventing slipping out. Further, the shift load F for preventing slipping is continuously applied while the rotational speed Ne of the engine 1 is equal to or higher than the predetermined rotational speed Ne1, and here, is continuously applied for a predetermined time (dta) from time t1. . In this way, while the sleeve slippage prediction determination is being made, it is possible to more reliably prevent the sleeve at the in-gear position from slipping out by continuing to apply the shift load F to the sleeve SL.

  On the other hand, when the shift load F is continuously applied to the sleeve SL at the in-gear position in order to prevent the sleeve SL from coming off, deterioration of the components such as the shift fork F2 that slides with the sleeve SL progresses. There is a risk of malfunction. Therefore, after the state in which the sleeve SL may come off is completed, the shift load F applied to the sleeve SL is released or reduced, so that there is an adverse effect such as wear on the components such as the shift fork F2. It can be suppressed.

  At time t2, a command to change the gear position (upshift gear shift command) is issued, and accordingly, the hydraulic pressure is applied to the piston of the hydraulic actuator that is the gear shift destination, and the gear position is switched (n-speed) by the synchronous engagement device. Switch from stage to n + 1 stage). As a specific example, when a shift command to the second speed stage is issued in a state where the sleeve SL of the first to third speed synchronous engagement device S1 is in the first speed in-gear position, 2 of the 2-4 speed hydraulic actuator A2 By applying hydraulic pressure to the high speed piston P2, the sleeve SL of the 2-4 speed synchronous engagement device S2 is moved from the neutral position to the 2nd speed in gear position to be in the 2nd speed in gear state (fitted state) (2nd speed). Preshift).

  In this case, as shown in FIG. 7, the hydraulic pressure is applied to the second speed piston P2 of the 2-4 speed hydraulic actuator A2, so that the sleeve SL of the 2-4 speed synchronous engagement device S2 is moved 2 from the neutral position. When moving to the speed in-gear position and entering the second speed in-gear state (fitted state), hydraulic oil is pushed out from the fourth speed piston P4 of the hydraulic actuator A2 through the oil passage 76 as the shift fork F2 moves. A part of the pushed hydraulic oil flows into the third speed piston P3 side of the hydraulic actuator A1 via the return oil passage 77 communicating with the reservoir 51. As a result, a load is applied to move the sleeve SL of the first to third speed synchronous engagement device S1 located at the first speed in-gear position toward the neutral position (in the direction away from the in-gear position).

  On the other hand, after the rotational speed Ne of the engine 1 exceeds the predetermined rotational speed Ne1 at time t1, the sleeve SL of the 2-4 speed synchronous engagement device S2 moves to the 2nd speed in-gear position and is in a fitted state. Until after, the shift load (shift load for preventing slipping) F to the first-speed in-gear position continues to the sleeve SL of the first-third in-gear engagement device S1 in the first-speed in-gear position. As a result, due to the influence of the hydraulic oil flowing into the first speed piston P1 through the return oil passage 77, the sleeve SL of the first to third speed synchronous engagement device S1 in the first speed in-gear position is directed toward the neutral position. It is possible to prevent the sleeve SL from coming off due to the applied load to be moved.

  That is, here, when the oil passages 73 to 76 communicating with the pistons P1 to P4 corresponding to the sleeve SL in the in-gear position are switched by the first and second shift valves VA and VB, the sleeve missing prediction determination is performed. A shift load to the in-gear position (shift load for preventing slipping) is applied to the sleeve SL at the in-gear position.

  In the timing chart of FIG. 8, the shift load F for preventing slipping is applied to the sleeve SL at the in-gear position when the rotational speed Ne of the engine 1 becomes equal to or higher than the predetermined rotational speed Ne1 at time t3 and time t5. The At times t4 and t6, a command for changing the gear position (upshift gear shift command) is issued, and accordingly, the hydraulic pressure is applied to the piston of the hydraulic actuator that is the gear shift destination, and the gear shift is switched by the synchronous engagement device. Is called.

  Thereafter, at time t7, the accelerator pedal opening AP is changed from a positive value to zero, so that the sign of the torque transmitted through the transmission gear of the set gear position is reversed. As a result, the sleeve SL is predicted to be detached, and a shift load for preventing the sleeve SL is applied to the sleeve SL at the in-gear position. Here, this shift load for preventing slipping is applied continuously for a predetermined time (dtb) from time t7.

  Further, at time t8, a command for changing the gear position (downshift gear shift command) is issued, and accordingly, a hydraulic pressure is applied to the sleeve SL actuator of the gear shift destination, and the gear shift is switched by the synchronous engagement device. As a specific example, when a command for shifting to the third speed stage is issued in a state where the sleeve SL of the second-fourth speed synchronous engagement device S2 is in the fourth speed in-gear position, 3 of the first-third speed actuator A1 is issued. When the hydraulic pressure is applied to the high speed piston, the sleeve SL of the first to third speed synchronous engagement device S1 moves from the neutral position to the third speed in-gear position to be in a fitted state (third speed preshift).

  Also in this case, part of the hydraulic oil pushed out from the third speed piston P3 of the hydraulic actuator A1 with the movement of the shift fork F1 flows into the second speed piston P2 side of the hydraulic actuator A2 via the return oil path 77. End up. As a result, a load is applied to the sleeve SL of the 2-4 speed synchronous engagement device S2 located at the 4th speed in-gear position toward the neutral position (in the direction from the in-gear position to the neutral position).

  In contrast, at time t8, a shift load (shift load for preventing slipping) is applied to the second-speed in-gear position on the sleeve SL of the second-fourth synchronous engagement device S2 that is in the fourth-speed in-gear position. Is called. As a result, a load for moving the sleeve SL of the 2-4 speed synchronous engagement device S2 located at the 4th speed in-gear position toward the neutral position is added by the switching of the oil passage accompanying the setting of the gear position. It is possible to prevent the sleeve SL from coming off.

  Further, at time t9, the accelerator pedal opening AP (TM input torque) again changes from zero to a positive value, so that the sign of the torque transmitted through the transmission gear of the set shift stage is reversed. As a result, the slip prediction of the sleeve SL is determined, and the shift load F for preventing slippage is applied to the sleeve SL at the in-gear position. This shift load F for preventing slipping is applied continuously for a predetermined time (dtb) from time t9.

  When the output of the engine 1 changes by a predetermined amount or when the output of the engine 1 changes between a positive output and a negative output, the acceleration in the rotational direction applied to the sleeve at the in-gear position changes abruptly. As a result, a load may be applied in such a direction that the sleeve at the in-gear position is pulled out toward the neutral position. On the other hand, when the accelerator pedal opening AP changes as described above, sleeve slip prediction is determined and control is performed to apply a shift load F toward the in-gear side to the in-gear position sleeve. Can be prevented in advance.

  As described above, in the transmission control device of the present embodiment, the sleeve removal prediction determination is made that there is a possibility that the sleeve SL that has been determined to be in the in-gear position may come out to the neutral position side. At this time, control for applying a shift load F toward the in-gear side to the sleeve SL at the in-gear position is performed. That is, before the sleeve fitted to the transmission gear side in the in-gear position is actually pulled out, a state where there is a possibility of pulling out is detected, and in that case, a shift load is applied to the sleeve to prevent it from coming off. Therefore, the sleeve is prevented from coming off. As a result, it is possible to prevent the in-gear position sleeve from actually being pulled out and preventing the vehicle from running at the required shift speed. In addition, by predicting the slipping of the sleeve, it is possible to reliably prevent the sleeve from actually slipping out, and to prevent the driver from unintentionally changing the driving force while the vehicle is running, giving the driver a sense of incongruity. No good running control is possible.

  Further, the slip-off preventing shift load F applied to the sleeve SL is preferably larger when the output or the rotational speed of the engine 1 is higher than a predetermined value as compared with a case where it is lower than the predetermined value. In this way, by performing control to increase the shift load applied to the sleeve SL at the in-gear position as the output or rotation of the engine 1 is higher or higher, the vehicle is in a normal gentle running state or In a traveling state with little acceleration / deceleration (cruise traveling state or the like), the shift load applied to the sleeve SL at the in-gear position can be kept small. That is, the magnitude of the shift load for preventing slipping applied to the sleeve SL at the in-gear position is made different between the cruise traveling and the traveling accompanied by a large change in the output of the engine 1. Thereby, the wear of the shift fork F2 on which the sleeve SL slides can be minimized. Further, since the friction between the sleeve SL and the shift fork F2 can be reduced, it is possible to contribute to the improvement of the fuel consumption of the vehicle.

  Further, the shift load F for preventing slipping applied to the sleeve SL may be controlled to increase as the input torque of the speed change mechanism detected by the TM input torque sensor 208 decreases. When the input torque of the transmission mechanism 2a (the transmission torque transmitted by the transmission mechanism 2a) is small, the driving force in the rotational direction applied to each part of the engagement switching device such as the transmission gear and the sleeve SL is small. The engagement force between the sleeve SL fitted to the side and the transmission gear side is weak, and accordingly, there is a high possibility that the sleeve SL at the in-gear position moves in a direction in which the sleeve SL comes off. Therefore, as the torque detected by the TM input torque sensor 208 is smaller as described above, the shift load applied to the sleeve SL is increased, so that the sleeve SL can be prevented from coming off more reliably.

  Further, the magnitude of the shift load F for preventing slipping applied to the sleeve SL is assumed that the sliding contact portion of the shift fork F2 with respect to the sleeve SL is not damaged by the wear during the entire life of the vehicle. It is desirable to set the size within a certain range. Accordingly, the sleeve SL and the shift fork F2 can be prevented from being worn while preventing the sleeve SL from coming off, and the sleeve SL and the shift fork F2 need not be replaced over the entire life of the vehicle.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible.

1 engine (motor)
2 Automatic transmission 2a Transmission mechanism (transmission)
6 Hydraulic control device (shift actuator)
8 Accelerator pedal (Motor output variable means)
10 Main shaft (input shaft)
11 First input shaft 12 Second input shaft 13 Counter shaft (output shaft)
17 First drive shaft (rotary shaft)
18 Second drive shaft (rotary shaft)
31-38 Drive gear (transmission gear)
51 Reservoir 52 Strainer 201 Crankshaft speed sensor 202 Main shaft speed sensor 203 Countershaft speed sensor 206 Throttle opening sensor 207 Accelerator pedal opening sensor 209 TM input torque sensor A1 1st speed hydraulic actuator A2 2nd speed hydraulic actuator CL1 1 clutch CL2 2nd clutch F1 shift fork F2 shift fork GR1 first transmission mechanism GR2 second transmission mechanism LS1 first linear solenoid valve (pressure regulating means)
LS2 Second linear solenoid valve (pressure adjusting means)
P1 1st speed piston P2 2nd speed piston P3 3rd speed piston P4 4th speed piston S1 1st speed synchronous engagement device S2 2nd speed synchronous engagement device S3 3rd speed synchronous engagement device S4 4th speed synchronous engagement device SA 1st shift solenoid ( solenoid valve)
SB 2nd shift solenoid (solenoid valve)
VA 1st shift valve (switching valve)
VB 2nd shift valve (switching valve)

Claims (9)

A rotating shaft including an input shaft to which a driving force from a prime mover mounted on a vehicle is input, and an output shaft provided in parallel with the input shaft;
A transmission gear including a plurality of drive gears provided on the input shaft, and a plurality of driven gears provided on the output shaft and meshing with the plurality of drive gears;
In a transmission having one or a plurality of engagement switching mechanisms for switching any of the transmission gears so as to be relatively rotatable / impossible with respect to the rotation shaft in order to set a gear position,
The engagement switching mechanism is
A hub installed on the rotating shaft so as not to be relatively rotatable;
A sleeve attached to the hub so as not to rotate relative to the hub and to be movable in the axial direction;
The sleeve overlaps only the hub in the axial direction, thereby allowing a neutral position that allows relative rotation of the transmission gear with respect to the rotating shaft, and overlaps both the hub and the transmission gear in the axial direction. Movable between an in-gear position where the gear is engaged with the rotation shaft so as not to rotate relative to the rotation shaft;
A shift actuator for moving the sleeve between the neutral position and the in-gear position;
Control means for controlling the shift actuator;
In-gear determination means for determining that the sleeve is in the in-gear position;
Sleeve missing predicting means for judging whether there is a possibility that the sleeve in the in-gear position will come out to the neutral position side based on the output of the prime mover or the operation of the shift actuator;
For the sleeve determined to be in the in-gear position by the in-gear determining means,
When the sleeve removal prediction means that there is a possibility that the sleeve removal prediction means may come out to the neutral position side,
The transmission control apparatus, wherein the control means performs control to apply a shift load toward the in-gear side to the sleeve at the in-gear position by the shift actuator. The shift actuator is
Oil pressure generating means for generating oil pressure;
Pressure regulating means capable of regulating the hydraulic pressure generated by the hydraulic pressure generating means;
A plurality of pistons for driving one or more sleeves of the one or more engagement switching mechanisms;
A plurality of oil passages for selectively applying the oil pressure adjusted by the pressure adjusting means to the plurality of pistons;
An oil passage switching means for switching the plurality of oil passages,
The sleeve removal prediction means by the sleeve removal prediction means is determined when it is determined that the hydraulic pressure of the piston corresponding to the sleeve at the in-gear position varies with the switching of the oil passage switching means. The transmission control device according to claim 1. The oil passage switching means is a switching valve for switching the plurality of oil passages,
Comprising a solenoid valve for driving the switching valve;
3. The transmission control apparatus according to claim 2, wherein when the electromagnetic valve is operated by the control of the control unit, the sleeve missing prediction determination is performed by the sleeve missing prediction unit. Prime mover output variable means for changing the output of the prime mover based on the operation of the driver of the vehicle;
A motor output detecting means for detecting the output of the motor,
When the output detected by the prime mover output detecting means changes by a predetermined amount or more, or when the output changes between a positive output and a negative output, the sleeve missing predicting means is judged by the sleeve missing predicting means. The transmission control device according to claim 1. Prime mover output variable means for changing the output of the prime mover based on the operation of the driver of the vehicle;
At least one of a rotational speed detection means for detecting the rotational speed of the prime mover and a prime mover output detection means for detecting an output of the prime mover,
When the rotational speed of the prime mover is a high revolution that is equal to or higher than a predetermined rotational speed, or when the output of the prime mover is a high output that is greater than or equal to a predetermined value, the sleeve removal prediction means performs a sleeve removal prediction determination The transmission control device according to claim 1. The control means includes
6. The shift load applied to the sleeve by the shift actuator is continued while the sleeve missing prediction determination is performed by the sleeve missing prediction unit. 6. Transmission control device. The control means includes
The application of a shift load to the sleeve by the shift actuator is canceled or reduced when the sleeve missing prediction determination by the sleeve missing prediction means is released. A transmission control device according to claim 1. The control means performs control to increase the shift load applied to the sleeve by the shift actuator when the output or the rotational speed of the prime mover is higher than a predetermined value, compared to a case where the output is lower than the predetermined value. The transmission control device according to any one of claims 5 to 7, A transmission torque detecting means for detecting a transmission torque transmitted by the transmission;
2. The transmission control apparatus according to claim 1, wherein the shift load applied to the sleeve by the shift actuator is increased as the transmission torque detected by the transmission torque detection means is smaller.

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