JP2014163468A - Transmission gear fastening device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a twin clutch type transmission gear fastening device capable of accurately controlling supply of a shift force by correcting a shift position of a gear fastening mechanism through learning caused by the dragging torque generated in a released clutch.SOLUTION: A transmission gear fastening device operates the steps of: controlling supply of a shift force based on a value detected by a shift position sensor; and allowing a gear fastening mechanism constituting one of first and second output paths to shift to a gear-in position, while allowing the other gear fastening mechanism to pre-shift to the gear-in position. The device further operates the steps of: commanding the other gear fastening mechanism to pre-shift to the gear-in position with a predetermined shift force (S10); when determining the shift to the gear-in position, estimating dragging torque possibly generated in a clutch constituting the other, calculating a torque corresponding to the shift force based on the estimation, and shift commanding to shift to the gear-in position with the torque corresponding to the shift force (S12 to S16); and leaning a sensor detected value, when shifted to the gear-in position, as a gear-in position (S18, S20).

Description

  The present invention relates to a gear fastening device for a transmission, and more specifically to a gear fastening device for a twin clutch type transmission in which a synchro gear fastening mechanism is moved by an actuator.

  This type of transmission has a plurality of output paths each established via a clutch, and a synchro-type gear fastening mechanism that constitutes the path is set to a neutral position by an actuator based on a detection value of a shift position detecting means (sensor). The gear is shifted (stroked) to the gear-in position and fastened to the input element or the output element for shifting. However, the detection value of the shift position detecting means varies due to physical tolerances or assembly errors.

  Further, although the gear fastening mechanism is connected to the actuator via a shift fork, since the shift position may deviate from the original position due to the deflection of the shift fork, erroneous detection may occur. A technique has been proposed in which when a predetermined time has elapsed after shifting the fastening mechanism to the gear-in position with a predetermined shift force, the shift force is reduced, thereby correcting (learning) erroneous detection due to shift fork deflection. .

JP 2009-156465 A

  In the case of the twin clutch type, while one of a plurality of clutches is engaged and one of the corresponding output paths is established and shifting is performed, the other clutch is released while the gear engagement mechanism of the output path on the release side is set. Since it is configured to be pre-shifted and ready for the next shift, a drag torque (due to accompanying rotation) is generated in the clutch released at the time of pre-shifting, which may cause the gear fastening mechanism to move. Therefore, if the detection value of the shift position detecting means is used as it is, it becomes difficult to accurately control the supply of shift force by the actuator.

  However, the technique described in Patent Document 1 only corrects misdetection due to shift fork deflection for a transmission called an AMT in which a manual transmission is automated, and misdetection due to clutch drag torque in a twin clutch type transmission. There was nothing to mention about.

  Accordingly, an object of the present invention is to correct a shift position of a gear fastening mechanism by a drag torque generated by a released clutch by learning in a twin clutch type transmission having a gear fastening mechanism that can be shifted by an actuator, and shift by an actuator. It is an object of the present invention to provide a gear fastening device for a transmission that is capable of accurately controlling the supply of force.

  In order to solve the above-described problem, in claim 1, the first and second input elements connected to the motor mounted on the vehicle via the first and second clutches, and the first and second When at least one output element disposed in parallel with two input elements, a plurality of sets of transmission gears disposed between the first and second input elements and the output element, and a shift force are supplied. A plurality of gear fastening mechanisms capable of fastening any of the transmission gears that constitute each of the plurality of sets by shifting from a neutral position to a gear-in position to the first, second input element or the output element, and the gear fastening mechanism An actuator capable of supplying a shift force to the gear, a shift position detecting means for detecting a shift position of the gear fastening mechanism, and the actuator based on a detection value of the shift position detecting means according to a traveling state of the vehicle. A first output path from the first input element to the output element via the first clutch and the first clutch; A gear fastening mechanism that constitutes one of a second output path from the two input elements to the output element via the second clutch among the plurality of gear fastening mechanisms and the second clutch is shifted to the gear-in position. A gear fastening mechanism for shifting the driving force of the prime mover and outputting it at a gear ratio defined by the fastened transmission gear and constituting the other of the first and second output paths in preparation for the next shift. In a gear fastening device for a transmission comprising a shift force supply control means for pre-shifting to the gear-in position, a gear fastening mechanism constituting the other of the first and second output paths is shifted to the gear-in position by a predetermined shift. Preshift command means for instructing the shift force supply control means to pre-shift, and when it is determined that the gear fastening mechanism has shifted to the gear position, the first constituting the other of the first and second output paths. A drag torque that can be generated by either the first clutch or the second clutch is estimated, and a gear fastening mechanism that constitutes the other is shifted to the gear-in position by a torque-compatible shift force calculated based on the estimated drag torque. A shift value supply means for torque commanding the shift force supply control means, and a detection value of the shift position detection means when the shift position detection means is shifted to the gear-in position by the shift force corresponding to the torque as a gear-in position of the gear fastening mechanism. Shift position learning means for learning is provided.

  In the transmission gear fastening device according to claim 2, the shift force is made up of hydraulic oil pressure, and the first and second clutches are made up of wet clutches that operate by being supplied with the hydraulic oil pressure. At the same time, the torque corresponding shift command means is configured to estimate the drag torque based on at least one of the difference between the input / output rotational speeds of the first and second clutches and the temperature of the hydraulic oil.

  In the transmission gear fastening device according to claim 3, the torque corresponding shift command means is configured to calculate the torque corresponding shift force to a larger value as the calculated drag torque is larger.

  5. The transmission gear fastening device according to claim 4, wherein the torque corresponding shift command means configures the other with the calculated torque corresponding shift force when the traveling state of the vehicle is in a predetermined state. The gear fastening mechanism is configured to instruct the shift force supply control means to shift to the gear-in position.

  In the gear fastening device for a transmission according to claim 1, the first output path from the first input element to the output element through the first gear fastening mechanism and the first clutch among the plurality of gear fastening mechanisms. And a second gear fastening mechanism of the plurality of gear fastening mechanisms from the second input element and a gear fastening mechanism constituting the other of the second output path from the second input element to the output element via the second clutch are shifted to a gear-in position by a predetermined amount. When the shift force supply control means is commanded to pre-shift with force and it is determined that the gear fastening mechanism has shifted to the gear position, any of the first and second clutches constituting the other of the first and second output paths is determined. The drag torque that can be generated is estimated, and the gear fastening mechanism that constitutes the other is shifted to the gear-in position by the torque-compatible shift force calculated based on the estimated drag torque, and is shifted to the gear-in position. Since the detection value of the shift position detecting means at this time is learned as the gear-in position of the gear fastening mechanism, the first and second components constituting the other of the first and second output paths released at the time of pre-shifting are configured. Even if drag torque is generated in any of the clutches, the shift of the gear fastening mechanism due to the drag torque can be canceled by shifting to the gear-in position with a torque corresponding shift force calculated based on the estimated drag torque. The position at that time can be learned as the original shift position, and the supply of shift force by the actuator can be controlled with high accuracy.

  In the gear fastening device for a transmission according to claim 2, the shift force is made up of hydraulic oil pressure, and the first and second clutches are made up of wet clutches that are operated by being supplied with hydraulic oil pressure. Since the drag torque is estimated based on at least one of the difference between the input / output rotation speeds of the first and second clutches and the temperature of the hydraulic oil, the drag torque is properly estimated in addition to the above-described effects. be able to.

  In the gear fastening device for a transmission according to claim 3, since the additional shift force is increased as the calculated drag torque is increased, the shift of the gear fastening mechanism by the drag torque is added to the above-described effect. Even when it is large, it can be canceled effectively.

  In the gear fastening device for a transmission according to claim 4, when the running state of the vehicle is in a predetermined state, the shift force supply control means is commanded to shift to the gear-in position with the calculated additional shift force. Since it is configured as described above, in addition to the above-described effects, accurate learning can be performed by setting a predetermined state as a steady running state.

It is the schematic which shows the gear fastening apparatus for transmissions based on the Example of this invention generally. FIG. 2 is a hydraulic circuit diagram schematically illustrating a part of the configuration of the hydraulic pressure supply device illustrated in FIG. 1. It is explanatory drawing which shows typically the structure of the gear fastening mechanism of the hydraulic pressure supply apparatus shown in FIG. It is explanatory drawing which shows typically operation | movement of the gear fastening mechanism of the hydraulic pressure supply apparatus shown in FIG. It is a flowchart which shows operation | movement of the gear fastening apparatus for transmissions shown in FIG. 5 is a time chart for explaining the operation of the flow chart. 5 is an explanatory graph showing the table characteristics of the drag torque estimated by the processing of the flow chart. Similarly, it is explanatory graph which shows the table characteristic of the drag torque estimated by the process of the flowchart of FIG. 5 is a time chart similar to FIG. 6 for explaining the operation of the flow chart.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the gear fastening apparatus for transmissions concerning this invention with reference to an accompanying drawing is demonstrated.

  FIG. 1 is a schematic view generally showing a transmission gear fastening device according to an embodiment of the present invention.

  In the following description, the symbol T indicates a transmission. As an example of the transmission T, a twin-clutch transmission mounted on the vehicle 1 and having a forward speed of 8 and a reverse speed of 1 speed is taken as an example. The transmission T has a range of D, P, R, and N.

  The transmission T has a second, fourth, sixth and eighth-speed even-stage input shaft (input element) 14 connected via a torque converter 12 to a drive shaft 10 a connected to a crankshaft of the engine (prime mover) 10. And an odd-numbered input shaft (input element) 16 of 1, 3, 5, and 7 speeds in parallel with the even-numbered input shaft 14. The engine 10 is composed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

  The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft 10a of the engine 10, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of 10 is transmitted to the even-stage input shaft 14 via the torque converter 12.

  An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 via gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 via gears 16a and 18a. The odd-stage input shaft 16 and the idle shaft 18 rotate as the engine 10 rotates.

  Further, the first sub input shaft (input element) 20 and the second sub input shaft (input element) 22 are arranged coaxially and relatively rotatably on the outer periphery of the odd-numbered stage input shaft 16 and the even-numbered stage input shaft 14, respectively.

  The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both wet multi-plate clutches that operate when supplied with hydraulic oil pressure (hydraulic pressure). When the hydraulic pressure is supplied, the first and second clutches 24 and 26 fasten (engage) the first and second auxiliary input shafts 20 and 22 to the odd-numbered and even-numbered input shafts 16 and 14.

  Between the even-stage input shaft 14 and the odd-stage input shaft 16, an output shaft (output element) 28 is disposed in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

  A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 are fixed to the auxiliary input shaft 22.

  The output shaft 28 has a 1-2 speed driven gear 48 meshed with the 1st speed drive gear 32 and the 2nd speed drive gear 40, a 3-4 speed driven gear 50 meshed with the 3rd speed drive gear 34 and the 4th speed drive gear 42, and 5 The 5-6 speed driven gear 52 that meshes with the high speed drive gear 36 and the 6th speed drive gear 44 and the 7-8 speed driven gear 54 that meshes with the 7th speed drive gear 38 and the 8th speed drive gear 46 are fixed.

  The idle shaft 18 rotatably supports an RVS (reverse) idle gear 56 that meshes with a 1-2 speed driven gear 48 fixed to the output shaft 28. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Similar to the first and second clutches 24 and 26, the RVS clutch 58 is a wet multi-plate clutch that operates by being supplied with hydraulic pressure.

  A 1-3 speed gear fastening mechanism 60 (1-3) for selectively fastening (fixing) the first speed drive gear 32 and the third speed drive gear 34 to the first auxiliary input shaft 20 on the odd-stage input shaft 16; A 5-7 speed gear fastening mechanism 60 (5-7) for selectively fastening (fixing) the high speed drive gear 36 and the 7th speed drive gear 38 to the first auxiliary input shaft 20 is disposed.

  A 2-4 speed gear fastening mechanism 60 (2-4) for selectively fastening (fixing) the 2nd speed drive gear 40 and the 4th speed drive gear 42 to the second auxiliary input shaft 22 on the even stage input shaft 14; A 6-8 speed gear fastening mechanism 60 (6-8) for selectively fastening (fixing) the high speed drive gear 44 and the eighth speed drive gear 46 to the second auxiliary input shaft 22 is disposed. The four gear fastening mechanisms are generally designated by reference numeral 60.

  The driving force of the engine 10 is such that when the first clutch 24 or the second clutch 26 is engaged (engaged), the odd-numbered stage input shaft 16 to the first auxiliary input shaft 20 or the even-numbered stage input shaft 14 to the second auxiliary input shaft. 22 and further transmitted to the output shaft 28 via the drive gear and the driven gear.

  During reverse travel, the driving force of the engine 10 is applied to the output shaft 28 via the even-numbered input shaft 14, the gear 14a, the gear 18a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first-second driven gear 48. Communicated. The output shaft 28 is connected to a differential mechanism 64 via a gear 62, and the differential mechanism 64 is connected to a wheel 68 via a drive shaft 66. The vehicle 1 is indicated by wheels 68 or the like.

  All the gear fastening mechanisms 60 operate by being supplied with hydraulic pressure (shift force). In order to supply hydraulic pressure (shift force) to the gear fastening mechanism, the first and second clutches 24 and 26, and the RVS clutch 58, a hydraulic pressure supply device 70 is provided.

  FIG. 2 is a hydraulic circuit diagram showing the configuration of the hydraulic pressure supply device 70 in detail.

  Referring to FIG. 2, in the hydraulic pressure supply device 70, the discharge pressure (hydraulic pressure) of the hydraulic oil ATF pumped up from the reservoir 70a by the hydraulic pump (oil feed pump) 70b via the strainer (not shown) is: The pressure is regulated (decreased) to the line pressure PL by a regulator valve (pressure regulating valve) 70c.

  Although not shown, the hydraulic pump 70b is connected to the pump impeller 12b of the torque converter 12 via a gear, and thus the hydraulic pump 70b is configured to be driven by the engine 10 to operate.

  The regulated line pressure is obtained from the oil passage 70d through the first linear solenoid valve (LA) 70f, the second linear solenoid valve (LB) 70g, the third linear solenoid valve (LC) 70h, and the fourth linear solenoid valve (LD). 70i, the fifth linear solenoid valve (LE) 70j, and the sixth linear solenoid valve (LF) 70k.

  The first to sixth linear solenoid valves 70f, 70g, 70h, 70i, 70j, and 70k are hydraulic control valves (electromagnetic control valves), and the output pressure from the output port is linearly moved by moving the spool in proportion to the energization amount. And a N / C (normally closed) type in which the spool moves to the open position when energized.

  The output port of the first linear solenoid valve (LA) 70f is connected to the piston chamber of the 1-3 speed gear fastening mechanism 60 (1-3) through the first servo shift valve 70m and the second linear solenoid. The output port of the valve (LB) 70g is connected to the piston chamber of the 2-4 speed gear fastening mechanism 60 (2-4) described above via the second servo shift valve 70n.

  The output port of the third linear solenoid valve (LC) 70h is connected to the piston chamber of the 5-7 speed gear fastening mechanism 60 (5-7) via the third servo shift valve 70o, and the fourth The output port of the linear solenoid valve (LD) 70i is connected to the piston chamber of the 6-8 speed gear fastening mechanism 60 (6-8) described above via the fourth servo shift valve 70p.

  Servo shift valves 70m, 70n, 70o, and 70p are respectively connected to on / off solenoid valves (hydraulic control valves (electromagnetic control valves)) SA, SB, SC, and SD, and linear solenoid valves are excited and demagnetized by the solenoids. The hydraulic pressure input from 70f or the like is output as a line pressure from one of the output ports (left and right in the figure).

  3 is a cross-sectional view schematically showing the structure of four gear fastening mechanisms 60, taking the 1-3 speed gear fastening mechanism 60 (1-3) as an example, and FIG. 4 schematically shows the operation thereof. FIG.

  As shown in FIG. 3, in the gear fastening mechanism 60, pistons, more specifically, a first-speed piston 60b1 and a third-speed piston 60b2 are arranged facing the left and right in the drawing inside the cylinders 60a1 and 60a2. Pistons 60b1 and 60b2 are connected by a common piston rod 60c, and according to the direction in which hydraulic pressure is supplied from the servo shift valve 80m or the like to the piston chamber, more specifically, the first-speed piston chamber 60d1 and the third-speed piston chamber 60d2. Move left and right in the figure.

  A shift fork 60e is connected to the piston rod 60c, and the shift fork 60e is fixed to the fork shaft 60f.

  As shown in FIG. 3, the shift fork 60e is connected to an annular sleeve 60g. A hub 60h that is axially movable on the first and second auxiliary input shafts 20 and 22 is accommodated and accommodated on the inner peripheral side of the sleeve 60g by splines 60g1 and 60h1, and springs are disposed on both sides of the hub 60h. A gear, more specifically, a first speed drive gear 32 and a third speed drive gear 34 are arranged via 60j and a blocking ring 60k.

  A spline 60k1 is formed on the blocking ring 60k, and dog teeth 321 and 341 are formed on the first speed drive gear 32 and the third speed drive gear 34, respectively. Further, a tapered cone surface 60k2 is formed on the blocking ring 60k, and tapered cone surfaces 322 and 342 corresponding to the first speed drive gear 32 and the third speed drive gear 34 are formed.

  Next, the operation will be described. From the neutral (N) position shown in FIG. 3 and FIG. 4A, hydraulic pressure is supplied to the opposing third-speed piston chamber 60d2, and the first-speed piston 60b1 and the piston rod 60c connected thereto. 3, the sleeve 60g connected to the piston rod 60c via the shift fork 60e advances in the same direction and contacts the spring 60j, and the blocking ring 60k is driven through the spring 60j for the first speed. It is biased toward the gear 32 (FIG. 4B).

  When the sleeve 60g further advances, the spline 60g1 of the sleeve 60g comes into contact with the spline 60k1 of the blocking ring 60k and stops (boke), and the tapered cone surface 60k2 of the blocking ring 60k and the tapered cone surface 322 of the gear 32 come into contact with each other to cause friction. Torque due to force is generated (FIG. 4C).

  When the sleeve 60g further moves, the rotation of the sleeve 60g and the gear 32 is synchronized by the generated torque, and the spline 60g1 of the sleeve 60g begins to scrape the spline 60k1 of the blocking ring 60k (FIG. 4D).

  When the generated torque disappears in synchronization with the rotation of the gear 32 and the sleeve 60g, the sleeve 60g further advances and the spline 60g1 is integrally coupled with the spline 60k1 of the blocking ring 60k, and further advances and the dog teeth 321 of the gear 32 are moved forward. (Fig. 4 (e)), the dog teeth 321 of the gear 32 are started to be scraped (Fig. 4 (f)), and finally a gear-in (fastened) state is established in which the dog teeth 321 of the gear 32 are integrally coupled. (FIG. 4 (g)).

  Although illustration is omitted, the other gear fastening mechanisms 60 (5-7), 60 (2-4), 60 (6-8) are the same, and the sleeve 60g moves (shifts) from the neutral position to the in-gear position. When the drive gears 36, 38, 40, 42, 44, 46 are coupled to the dog teeth of the corresponding drive gears 36, 38, 40, 42, 44, 46, the rotations of both of them are synchronized with the first and second auxiliary input shafts 20, 22. Configured to fasten.

  The shift fork 60 e of the gear fastening mechanism 60 is fixed via a detent mechanism 72. Although not shown, the detent mechanism 72 has a bottom formed on the inner inclined surfaces of the two convex portions corresponding to the neutral position and an outer inclination of the two convex portions corresponding to the gear-in position. An uneven surface composed of two low parts formed on the surface, and a sphere biased by a spring to the uneven surface.

  When the shift fork 60e is at the bottom corresponding to the neutral position or the in-gear position, the detent mechanism 72 is configured to be held at that position so that no hydraulic pressure is required.

  Returning to the explanation of FIG. 2, the output port of the fifth linear solenoid valve 70j is connected to the first clutch (CL1) 24 of the odd-numbered input shaft 16 and the output port of the sixth linear solenoid valve 70k is an even number. It is connected to the piston chamber of the second clutch (CL2) 26 of the stage input shaft 14.

  When the first or second clutch 24, 26 is supplied with hydraulic pressure, the first or second auxiliary input shaft 20, 22 is engaged (engaged) with the odd-numbered input shaft 16 or even-numbered input shaft 14, while the hydraulic pressure is increased. Is discharged, the connection (fastening) between the first or second auxiliary input shaft 20, 22 and the odd-numbered input shaft 16 or even-numbered input shaft 14 is cut off.

  In the illustrated twin clutch type transmission T, the hydraulic pressure is supplied to any one of the gear fastening mechanisms 60 corresponding to the next shift stage and fastened to any one of the first and second auxiliary input shafts 20 and 22. (Engaged) (this operation is referred to as “pre-shift”), and then the hydraulic pressure is discharged from one of the first and second clutches 24 and 26 on the side corresponding to the current gear position, A hydraulic pressure is supplied to the other one of the first and second clutches 24 and 26 on the side corresponding to the sub input shaft corresponding to the next shift stage of the sub input shafts 20 and 22 to supply the first input shaft 14 or the second input. The speed is changed by engaging (engaging) the shaft 16 (this operation is called "CtoC" (clutch-to-clutch) speed change). Shifting is basically performed alternately between odd-numbered stages (1, 3, 5, 7th speed) and even-numbered stages (2, 4, 6, 8th speed).

  In addition to the above, the hydraulic pressure supply apparatus includes a plurality of linear solenoid valves and the like, and the engagement / disengagement operation of the lock-up clutch 12d of the torque converter 12 is also controlled through excitation and demagnetization thereof. Since it is not directly related to the present invention, its description is omitted.

  Returning to the description of FIG. 1, the transmission T includes a shift controller 74. The shift controller 74 is configured as an electronic control unit (ECU) including a microcomputer. Further, an engine controller 76 composed of an electronic control unit equipped with a microcomputer is also provided for controlling the operation of the engine 10.

  The shift controller 74 is configured to be able to communicate with the engine controller 76, and acquires information such as the engine speed, the throttle opening, and the accelerator (AP) opening from the engine controller 76.

  A magnetic body is attached to the fork shaft 60f fixed to the shift forks of the four gear fastening mechanisms 60, and a stroke sensor (shift position detecting means) 80 is disposed in the vicinity of the fork shaft 60f. Then, the output indicating the shift position of the gear fastening mechanism through the output indicating the axial stroke (shift or movement) of the sleeve 60g, specifically, the position when the sleeve 60g is stroked from the gear-in position toward the neutral position. (Voltage value) is generated.

  Further, the transmission T is provided with first, second, third, and fourth rotation speed sensors 82, 84, 86, and 90, which respectively indicate signals indicating the input rotation speed NM of the transmission T, first and second. A signal indicating the rotational speed of the auxiliary input shafts 20 and 22 and a signal indicating the rotational speed of the output shaft 28 (output rotational speed of the transmission T) NC (in other words, the vehicle speed V) are output.

  First and second pressure sensors 94 and 96 are disposed in the oil passages connected to the first and second clutches 24 and 26 of the hydraulic pressure supply device 80, and are supplied to the first and second clutches 24 and 26. A signal indicating the pressure (hydraulic pressure) of the oil ATF is output, and a temperature sensor 100 is disposed in the vicinity of the reservoir 70a to output a signal indicating the oil temperature (temperature of the hydraulic oil ATF) TATF.

  In addition, a range selector position sensor 102 is disposed in the vicinity of a range selector (not shown) disposed in the driver's seat of the vehicle 1, and P, R, N, D in order from the top as viewed from the driver on the range selector. A signal indicating the range operated (selected) by the driver is output.

  All outputs from these sensors are input to the shift controller 74. The shift controller 74 excites and demagnetizes the first to sixth linear solenoid valves 70f to 70k based on the output of these sensors and information obtained by communicating with the engine controller 76, and the first and second clutches 24 and 26 The operation of the transmission T is controlled by controlling the operation of the gear fastening mechanism 60.

  The shift controller 74 functions as a hydraulic pressure (shift force) supply control means, and a shift map (see FIG. 5) according to a traveling state defined by a traveling speed (vehicle speed) V of the vehicle 1 and an accelerator pedal opening (accelerator opening) AP. 1) of the four gear fastening mechanisms 60 according to the first clutch 24 and the first clutch 24 and the 5-7 speed gear fastening mechanism 60 (5-7). The first input shaft (odd-stage input shaft 16 and first auxiliary input shaft 20) and any one of the four (a plurality of) gear fastening mechanisms 60 and the first clutch 24 to the output shaft 28. The first output path, the second input shaft (even-stage input shaft 14 and second sub-input shaft 22), another mechanism among the four gear fastening mechanisms 60, and the second clutch 26 to the output shaft 28 One of the two output paths is supplied with hydraulic pressure and the gear is configured to constitute one Operation of the transmission T so that the driving force of the engine 10 is shifted and output by a speed change gear composed of a corresponding one of the first speed drive gear 32 to the seventh to eighth speed driven gear 54 fastened by the sleeve 60g of the mechanism 60. To control.

  Further, the shift controller 74 functions as a shift position learning means of the transmission gear fastening mechanism according to this embodiment.

  FIG. 5 is a flow chart showing the operation, and FIG. 6 is a time chart for explaining the processing of the flow chart of FIG.

  In the following, an in-gear load is applied in S10. That is, in preparation for the next shift, the gear fastening mechanism constituting the other of the first and second output paths is pre-shifted to the gear-in position with a predetermined shift force.

  Referring to FIG. 6, a predetermined shift force is applied at time t1, the shift force is increased at time t2, and returned to the predetermined shift force from time t3 to t4. This is to remove the bending of the shift fork 60e by increasing and decreasing the shift force once.

  In the process of FIG. 5, the process then proceeds to S12, where it is determined from the output of the stroke sensor 80 whether or not the stroke (shift) of the (sleeve 60g) of the gear fastening mechanism 60 has exceeded the completion determination value (shown in FIG. 6). When the result is negative, the process returns to S10.

  Thus, in the processes of S10 and S12, the in-gear load (predetermined shift force) is applied until the stroke (shift) of the gear fastening mechanism 60 exceeds the completion determination value that is determined to have reached the gear-in position. To do.

  Next, in S14, it is determined whether or not the learning described below is executed. In this embodiment, when the running state of the vehicle 1 is in a predetermined state, specifically, when the vehicle 1 is not in a transient state such as acceleration / deceleration from the output of the fourth rotational speed sensor 90, etc., learning is performed. Execute.

  Accordingly, when it is determined that the traveling state of the vehicle 1 is in the steady traveling state, the determination in S14 is affirmed and the process proceeds to S16, and a load exceeding the thrust force due to drag or the like is applied.

  Here, the thrust force due to the trag or the like means a drag torque that can be generated when one of the first and second clutches constituting the other of the first and second output paths is released.

  As described above, the engine 10 is the transmission gear that is supplied with hydraulic pressure to one of the first and second clutches 24 and 26 to shift and engage the gear fastening mechanism 60 that constitutes one of the first and second output paths. The driving force of the transmission T is shifted and output, while the other of the first and second clutches 24 and 26 is released and the operation of the transmission T is controlled to pre-shift the other gear fastening mechanism 60.

  At this time, since the first and second clutches 24 and 26 are wet clutches that are operated by being supplied with hydraulic oil pressure (hydraulic pressure), the first and second clutches 24 and 26 are operated according to the input shafts 14 and 16 by the hydraulic oil when released. As the second auxiliary input shafts 20 and 22 are rotated, the transmission gear 32 and the like fixed to them are actually helical gears, so that a thrust force is generated in the axial direction according to the rotation. The drag acting on the gear fastening mechanism 60 by this thrust force is herein referred to as “drag torque”.

  Therefore, in this embodiment, the drag torque is estimated, and the gear fastening mechanism 60 that constitutes the other is forcibly shifted to the gear-in position with the torque-compatible shift force calculated based on the estimated drag torque. .

  7 and 8 are explanatory graphs showing table characteristics used for estimating drag torque, and the characteristics shown are obtained in advance through experiments. As shown in the figure, the drag torque is estimated based on at least one of the difference (differential rotation) between the input and output rotational speeds of the first and second clutches 24 and 26, the temperature of the hydraulic oil, and more specifically both. The

  As shown in FIG. 7, the drag torque is calculated so as to increase when the differential rotation is relatively small. This is because when the differential rotation is relatively small, the torque generated by the rotation of the first and second auxiliary input shafts 20 and 22 according to the input shafts 14 and 16 increases.

  Further, as shown in FIG. 8, the drag torque is set so as to increase as the temperature of the hydraulic oil decreases. This is because the viscosity of the hydraulic oil decreases as the temperature increases.

  That is, in this embodiment, when it is determined that the gear fastening mechanism 60 has stroked (shifted) to the gear position beyond the determination completion value, the first and second components constituting the other of the first and second output paths. A gear engagement that estimates the drag torque that can occur in either of the clutches 24 and 26 and that configures the other based on the estimated drag torque, more specifically, a torque corresponding shift force that is calculated to exceed the drag torque. The mechanism 60 is shifted to the gear-in position.

  Specifically, as shown in FIG. 6, the torque corresponding shift force (load) is applied from time t4. More specifically, the torque corresponding shift force is applied based on the drag torque so as to exceed the drag torque more precisely. The torque corresponding shift force is calculated and applied to a larger value as the calculated drag torque is larger.

  Returning to the description of the flow chart of FIG. 5, the process then proceeds to S18, where it is determined whether or not the stroke fluctuation within the specified time (the learning time from time t5 to t6) has become stable. to decide. That is, it is determined whether or not the output (detected value) of the stroke sensor 80 is stable as shown in FIG. On the other hand, in the case shown in FIG. 9, it is determined that the output (detected value) of the stroke sensor 80 is not stable.

  Returning to the description of FIG. 5, when the result in S18 is affirmative, the process proceeds to S20, in which learning is performed and the learning value is stored. That is, the detection value (output) of the stroke sensor 80 when it is shifted to the gear-in position by the torque-compatible shift force is learned as the gear-in position of the gear fastening mechanism 60, and the learned value is stored in the RAM.

  Next, in S22, the in-gear load and the torque corresponding shift force (load) are reduced to zero, and the process is terminated. On the other hand, when the result in S14 is negative, the in-gear load is reduced to zero.

  As described above, in this embodiment, the first and second input elements (odd-stage input) connected to the prime mover (engine) 10 mounted on the vehicle 1 via the first and second clutches 24 and 26. A first input element comprising a shaft 16 and a first sub-input shaft 20, a second input element comprising an even-stage input shaft 14 and a second sub-input shaft 22, and the first and second input elements. And at least one output element (output shaft 28) and a plurality of sets of transmission gears (1st drive gear 32 to 7-8th driven gear) arranged between the first and second input elements and the output element 54), and shift power (hydraulic pressure) is supplied, the shift gear (shift) moves from the neutral position to the gear-in position, and any one of the transmission gears constituting each of the plurality of sets is connected to the first and second input elements ( 1) or fastening to the output element A plurality of effective gear fastening mechanisms 60, actuators (pistons 60b1, 60b2) capable of supplying a shift force to the gear fastening mechanism, and shift position detecting means (stroke sensor) 80 for detecting the shift position of the gear fastening mechanism. And controlling the supply of shift force by the actuator based on the detection value of the shift position detection means in accordance with the running state of the vehicle 1, and from the first input element among the plurality of gear fastening mechanisms A first output path that reaches the output element via the first gear fastening mechanism 60 and the first clutch 24, and the second gear fastening mechanism 60 and the second of the plurality of gear fastening mechanisms from the second input element. A transmission gear that is engaged by shifting a gear fastening mechanism constituting one of the second output paths to the output element via the clutch 26 to the gear-in position. A shift force that shifts and outputs the driving force of the prime mover at a fixed gear ratio and preshifts the gear fastening mechanism that constitutes the other of the first and second output paths to the gear-in position in preparation for the next shift. In a gear fastening device for a transmission comprising a (hydraulic pressure) supply control means (shift controller 74), the gear fastening mechanism 60 constituting the other of the first and second output paths is pre-shifted to the gear-in position with a predetermined shift force. A pre-shift command means (S10) for instructing the shift force supply control means to perform the operation, and when it is determined that the gear fastening mechanism 60 has shifted to the gear position, the other of the first and second output paths is configured. The drag torque that can be generated in any of the first and second clutches 24, 26 is estimated, and the torque pair calculated based on the estimated drag torque Torque corresponding shift command means (S12 to S16) for instructing the shift force supply control means to shift the gear fastening mechanism 60 constituting the other by the adaptive shift force to the gear-in position, and the torque corresponding shift force Since the shift position learning means (S18, S20) for learning the detected value of the shift position detection means as the gear-in position of the gear fastening mechanism 60 when it is shifted to the gear-in position is provided. Even if drag torque is generated in one of the first and second clutches 24 and 26 constituting the other of the first and second output paths to be released, a torque corresponding shift calculated based on the estimated drag torque By shifting to the gear-in position with force, the shift (stroke) of the gear fastening mechanism 60 due to drag torque is reduced. Can Yanseru, the position at that time can learn the original shift position, thus the supply of the shift force by the actuator can is accurately controlled.

   Further, although the shift of the gear fastening mechanism 60 conflicts in the axial direction depending on whether the shift is upshifted or downshifted, the shift corresponding to the torque can be canceled as long as it is a movement along the axial direction.

  Further, the shift force is composed of hydraulic oil pressure, the first and second clutches 24 and 26 are composed of wet clutches that operate by being supplied with the hydraulic oil pressure, and the torque corresponding shift command means includes the Since the drag torque is estimated based on at least one of the difference (differential rotation) between the input and output rotational speeds of the first and second clutches 24 and 26 and the temperature of the hydraulic oil (S16), the above-described effect In addition, the drag torque can be estimated appropriately.

  Further, since the torque corresponding shift command means is configured to calculate the torque corresponding shift force to a larger value as the calculated drag torque is larger (S16), in addition to the effects described above, a gear fastening mechanism using the drag torque is provided. Even when the shift of 60 is large, it can be effectively canceled.

  Further, the torque corresponding shift command means shifts the gear fastening mechanism 60 constituting the other to the gear-in position with the calculated torque corresponding shift force when the traveling state of the vehicle 1 is in a predetermined state. In addition to the above-described effects, accurate learning can be performed by setting the predetermined state to a steady running state or the like in addition to the above-described effects (S14, S16).

  In the above description, the twin clutch type transmission is not limited to the configuration shown in the drawing, and may be any configuration as long as it includes the above-described gear fastening mechanism.

  Moreover, although the engine (internal combustion engine) was illustrated as a prime mover, it is not restricted to it, The hybrid of an engine and an electric motor may be sufficient, and an electric motor may be sufficient.

T transmission (automatic transmission), 1 vehicle, 10 engine (prime mover), 12 torque converter, 12d lock-up clutch, 14 even number input shaft (input element), 16 odd number input shaft (input element), 18 idle shaft , 20 1st sub input shaft (input element), 22 2nd sub input shaft (input element), 24 1st clutch, 26 2nd clutch, 28 Output shaft (output element), 32, 34, 36, 38, 40 , 42, 44, 46 Drive gear, 48, 50, 52, 54 Driven gear, 56 RVS idle gear, 58 RVS clutch, 60 gear fastening mechanism, 60b1, 60b2 Piston (hydraulic actuator), 60g sleeve, 68 wheels, 70 Hydraulic supply Equipment, 72 detent mechanism, 74 shift controller, 76 engine controller, 80 stroke sensor DOO position detecting means), 90 a fourth rotational speed sensor, 100 temperature sensor

Claims (4)

  First and second input elements connected to a prime mover mounted on a vehicle via first and second clutches, and at least one output element arranged in parallel with the first and second input elements; A plurality of sets of transmission gears arranged between the first and second input elements and the output element, and a shift that respectively configures the plurality of sets by shifting from a neutral position to a gear-in position when a shift force is supplied. A plurality of gear fastening mechanisms capable of fastening any of the gears to the first, second input element or the output element; an actuator capable of supplying a shift force to the gear fastening mechanism; and a shift position of the gear fastening mechanism. A shift position detecting means for detecting the shift force, and controlling the supply of shift force by the actuator based on the detection value of the shift position detecting means in accordance with the running state of the vehicle. A first gear fastening mechanism among a plurality of gear fastening mechanisms, a first output path reaching the output element via the first clutch, and a second of the plurality of gear fastening mechanisms from the second input element. The prime mover with a gear ratio defined by a shift gear that is fastened by shifting a gear fastening mechanism that constitutes one of the second output path that reaches the output element via the gear fastening mechanism and the second clutch to the gear-in position. And a shift force supply control means for pre-shifting a gear fastening mechanism constituting the other of the first and second output paths to the gear-in position in preparation for the next shift. In the above gear fastening device, the shift force supply control means is configured to pre-shift a gear fastening mechanism constituting the other of the first and second output paths to the gear-in position with a predetermined shift force. Pre-shift command means for commanding and drag that can occur in either the first or second clutch constituting the other of the first or second output path when it is determined that the gear fastening mechanism has shifted to the gear position. Torque corresponding to instructing the shift force supply control means to estimate the torque and shift the gear fastening mechanism constituting the other to the gear-in position with the torque corresponding shift force calculated based on the estimated drag torque A shift command means; and a shift position learning means for learning a detection value of the shift position detection means when the gear is shifted to the gear-in position by the torque corresponding shift force as a gear-in position of the gear fastening mechanism. A gear fastening device for a transmission.   The shift force is composed of hydraulic oil pressure, the first and second clutches are composed of wet clutches that operate by being supplied with the hydraulic oil pressure, and the torque corresponding shift command means includes the first, second, 2. The gear fastening device for a transmission according to claim 1, wherein the drag torque is estimated based on at least one of a difference in input / output rotational speed of the clutch and a temperature of the hydraulic oil.   3. The gear fastening apparatus for a transmission according to claim 1, wherein the torque corresponding shift command means calculates the torque corresponding shift force to a larger value as the calculated drag torque is larger. The torque corresponding shift command means is configured to shift the gear fastening mechanism constituting the other to the gear-in position with the calculated torque corresponding shift force when the traveling state of the vehicle is in a predetermined state. The transmission gear fastening device according to any one of claims 1 to 3, wherein a command is given to a supply control means.

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