JP2018119563A - Gear change control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear change control device which can reduce a load of an intermittent part which can intermit the transmission of power to a main gear change part from an output side of an intermittent device which can intermit power from a drive source.SOLUTION: In a gear change control device of a mechanical transmission having a main gear change part and an intermittent part which can intermit the transmission of power from an output side of an intermittent device which can intermit power from a drive source, the gear change control device comprises: an input part to which information used for the success/failure determination of gearing-in at the main gear change part is inputted; and a control part for controlling the intermittent part so that the transmission of power to the main gear change part from the output side of the intermittent device is blocked when the gearing-in is failed.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a transmission control device.

  Conventionally, an automatic transmission (generally referred to as “Automated Manual Transmission (AMT)”) having a clutch capable of connecting / disconnecting rotational power from an engine and a mechanical transmission disposed downstream of the clutch. (Refer to, for example, Patent Document 1).

  The mechanical transmission described in Patent Literature 1 includes a main transmission unit and a connection / disconnection unit (splitter) that can connect / disconnect power transmission from the output side of the clutch to the main transmission unit. Prior to the speed change operation of the main speed change portion, the splitter is set to the neutral position. As a result, the inertia of the clutch disk is prevented from being added during the shifting operation of the main transmission unit, and the synchronization time is shortened without increasing the capacity of the synchronization unit of the main transmission unit.

Japanese Utility Model Publication No. 5-12250

  However, in the vehicle described in Patent Document 1, the shift operation of the main transmission is performed after the splitter is always set to the neutral position at the time of shifting. Therefore, there is a problem that it is necessary to switch the splitter every time a shift is performed, and a load is applied to the splitter.

  An object of the present invention is to provide a speed change control device capable of reducing a load on a connecting / disconnecting portion that connects / disconnects power transmission from an output side of a connecting / disconnecting device capable of connecting / disconnecting power from a drive source to a main transmission portion. That is.

A speed change control device according to the present invention includes:
A transmission control device for a mechanical transmission, comprising: a main transmission unit; and a connection / disconnection unit that connects / disconnects power transmission from an output side of a connection / disconnection device capable of connecting / disconnecting power from a drive source to the main transmission unit. And
An input unit for inputting information used for determining whether or not the gear is engaged in the main transmission unit;
A control unit that controls the connecting / disconnecting unit to interrupt power transmission from the output side of the connecting / disconnecting device to the main transmission unit when the gear engagement fails.

  According to the shift control device of the present invention, it is possible to reduce the load on the connecting / disconnecting portion that connects / disconnects power transmission from the output side of the connecting / disconnecting device capable of connecting / disconnecting power from the drive source to the main transmission unit.

Schematic configuration diagram showing a vehicle according to the present invention Block diagram showing control device and peripheral components Flow chart showing the flow of shift control

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, embodiment described below is an example and this invention is not limited by this embodiment.

  First, a schematic configuration of a vehicle 1 according to the present invention will be described with reference to FIG.

  The vehicle 1 includes a drive source 10, a clutch 20, and a mechanical transmission (hereinafter simply referred to as “transmission”) 30. Specifically, the input side of the clutch 20 is provided on the output shaft 11 of the drive source 10, and the transmission 30 is provided on the output side of the clutch 20. Drive wheels are connected to the output side of the transmission 30 through a propeller shaft and a differential gear (not shown) so that power can be transmitted.

  The drive source 10 is, for example, a diesel engine. The drive source 10 is not limited to a diesel engine. Specifically, for example, a gasoline engine or a motor can be used. In the following description, the drive source 10 may be referred to as the engine 10.

  The engine 10 has its output rotation speed and output torque controlled based on the accelerator opening of the accelerator pedal detected by the accelerator opening sensor 101. An engine speed sensor 102 that detects the speed of the engine 10 is provided on the output shaft 11 of the engine 10.

  The clutch 20 is, for example, a hydraulically operated wet multi-plate clutch having a plurality of input side clutch plates 21 and a plurality of output side clutch plates 22. The input side clutch plate 21 rotates integrally with the output shaft 11 of the engine 10. The output side clutch plate 22 rotates integrally with the input shaft 31 of the transmission 30.

  The clutch 20 is urged in the disconnecting direction by a return spring (not shown), and the piston 23 is moved by the clutch operating hydraulic pressure, and is brought into contact by pressing the input side clutch plate 21 and the output side clutch plate 22. . When the clutch 20 is engaged, the power of the engine 10 is transmitted to the input shaft 31.

  Connection / disconnection of the clutch 20 is controlled by the control device 2. Specifically, the transmission torque capacity of the clutch 20 is controlled by the control device 2. The clutch 20 is not limited to a hydraulically operated wet multi-plate clutch. Specifically, for example, a motor-operated dry clutch or the like can be used. The clutch 20 corresponds to the “connection / disconnection device” of the present invention.

  The transmission 30 includes an input shaft 31 connected to the output side of the clutch 20, a main shaft 32 disposed coaxially with the input shaft 31, and a countershaft 33 disposed in parallel with the input shaft 31 and the main shaft 32. And. A vehicle speed sensor 103 that detects the vehicle speed is provided on the rear end side of the main shaft 32.

  The transmission 30 includes a splitter 40 and a main transmission unit 50. The splitter 40 corresponds to the “connection / disconnection portion” of the present invention.

  The splitter 40 includes a high speed gear train 41, a low speed gear train 42, and a first coupling mechanism 43.

  The high-speed gear train 41 meshes with the first input gear 31 a provided so as to be rotatable relative to the input shaft 31 and the first input gear 31 a, and the first input provided so as to rotate integrally with the counter shaft 33. It consists of a sub gear 33a.

  The low-speed gear train 42 meshes with the second input gear 31 b provided so as to be rotatable relative to the input shaft 31, and the second input provided so as to rotate integrally with the counter shaft 33. It consists of a sub gear 33b.

  The first coupling mechanism 43 selectively moves the first input gear 31a and the second input gear 31b from the input shaft 31 by moving the sleeve 43a in the axial direction (left-right direction in FIG. 1) by the first gear shift actuator 43b. Rotate together.

  The main transmission unit 50 includes a first gear train 51, a second gear train 52, a third gear train 53, a second connection mechanism 54, and a third connection mechanism 55.

  The first gear train 51 meshes with the first output sub-gear 33c and the first output sub-gear 33c provided to rotate integrally with the counter shaft 33, and is provided so as to be rotatable relative to the main shaft 32. And a first output gear 32a.

  The second gear train 52 meshes with the second output sub-gear 33d and the second output sub-gear 33d provided to rotate integrally with the counter shaft 33, and is provided to be rotatable relative to the main shaft 32. And a second output gear 32b.

  The third gear train 53 meshes with the third output sub-gear 33e and the third output sub-gear 33e provided to rotate integrally with the counter shaft 33, and is provided so as to be rotatable relative to the main shaft 32. And a third output gear 32c.

  The second coupling mechanism 54 selectively rotates the second input gear 31b and the first output gear 32a integrally with the main shaft 32 by moving the sleeve 54a in the axial direction by the second gear shift actuator 54b.

  The third coupling mechanism 55 selectively rotates the second output gear 32b and the third output gear 32c integrally with the main shaft 32 by moving the sleeve 55a in the axial direction by the third gear shift actuator 55b.

  The control device 2 determines the gear position of the transmission 30 based on the accelerator opening and the vehicle speed, and performs various controls such as connection / disconnection control of the clutch 20 and shift control of the transmission 30.

  Next, the control device 2 according to the present invention and peripheral components will be described with reference to the block diagram of FIG.

  The control device 2 includes a signal from an accelerator position sensor 101 that detects the accelerator position, a signal from an engine speed sensor 102 that detects the speed of the engine 10, and a vehicle speed sensor 103 that detects the speed of the vehicle 1. The signal from is input.

  Further, a signal from the position sensor 104 that detects the axial positions of the sleeves 54a and 55a is input to the control device 2. The position sensor 104 detects the axial position of a member (for example, a shift rod) having a correlation with the axial position of the sleeves 54a and 55a, instead of directly detecting the axial position of the sleeves 54a and 55a. You may do it.

  Then, the control device 2 determines a gear position based on the signals from the above-described sensors, and outputs control signals to the engine 10, the clutch 20, and the transmission 30 so as to realize this gear position.

  Next, the shift control executed in the present invention will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 3 is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling.

  First, in step S1, the control device 2 determines whether or not to start shifting. The start of the shift can be determined by referring to a shift map (not shown) having the accelerator opening and the vehicle speed as parameters, for example.

  If it is not determined in step S1 to start shifting, the process ends. On the other hand, if it is determined in step S1 to start shifting, the process proceeds to step S2.

  In step S2, the control device 2 disengages the clutch 20. Then, in the subsequent step S3, the control device 2 performs control so as to perform gear removal at the current gear stage in the main transmission unit 50. Then, in the subsequent step S4, the control device 2 performs control so as to perform gearing of the next shift stage.

  In step S5, the control device 2 determines whether or not gearing has failed. Here, the specific contents of the determination performed in step S5 will be described.

  In a mechanical transmission, the gear shift actuator has insufficient thrust to move the sleeve to the gear engagement completion position due to a reduction in the gear shift actuator thrust or a clutch disengagement failure. There are things to do.

  As described above, the axial position of the sleeves 54a and 55a detected by the position sensor 104 is input to the control device 2. For example, after the control device 2 performs control to perform gearing of the next gear stage, the sleeve used for gearing of the next gear stage has reached a position corresponding to completion of gearing even after a predetermined time has elapsed. If not, it is determined that gearing has failed.

  In other words, the control device 2 determines that the gearing has failed when the gearing is not completed after a predetermined time has elapsed since the gearing of the next gear stage was started.

  Note that the method of determining that gear engagement has failed is not limited to this. Specifically, for example, in the case where a so-called retry is performed in which gear engagement is once canceled when gear engagement fails and gear engagement is performed again, the determination may be performed as follows.

  That is, in this case, if the sleeve used for gearing of the next gear stage has not reached the position corresponding to completion of gearing even after retrying a predetermined number of times, it is determined that gearing has failed. It may be.

  If it is not determined in step S5 that the gear setting has failed, that is, if the gear setting is successful, the process proceeds to step S9. In step S9, the control device 2 brings the clutch 20 into contact. On the other hand, if it is determined in step S5 that the gear engagement has failed, the process proceeds to step S6.

  In step S6, the control device 2 sets the splitter 40 to the neutral position. That is, the output side clutch plate 22 and the input shaft 31 of the clutch 20 are disconnected from the counter shaft 33. At this time, the gear shift to the next shift stage in the main transmission unit 50 is once canceled.

  When the splitter 40 is set to the neutral position, the control device 2 performs control so as to perform gearing of the next shift stage in the main transmission unit 50 in subsequent step S7.

  In this way, the inertia relating to the gearing of the next shift stage can be reduced by setting the splitter 40 to the neutral position and disconnecting the output side clutch plate 22 and the input shaft 31 of the clutch 20 from the counter shaft 33.

  Thereby, it is possible to reduce the thrust of the gear shift actuator necessary for gearing of the next gear. Therefore, even when the thrust of the gear shift actuator is reduced, it is possible to engage the gear of the next shift stage.

  Further, when a clutch disconnection failure has occurred in the clutch 20, the engine 10, the clutch 20, and the input shaft 31 can be disconnected from the counter shaft 33 by setting the splitter 40 to the neutral position. For this reason, it is possible to engage the gear of the next shift stage.

  When the gearing of the next gear stage is completed, the control device 2 returns to the state before the splitter 40 is set to the neutral position in the subsequent step S8. In other words, the control device 2 gears the splitter 40. When the gearing of the splitter 40 is completed, in the subsequent step S9, the control device 2 brings the clutch 20 into contact.

  As described above, according to the present invention, when the gear engagement fails, the connecting / disconnecting portion is disconnected. As a result, the inertia related to gear engagement can be reduced. Therefore, even when the gear shift actuator has a reduced thrust, a clutch disengagement failure, or the like, it is possible to engage the gear of the next shift stage.

  Further, according to the present invention, the connecting / disconnecting portion is disconnected only when the gear engagement fails. Therefore, it is possible to reduce the load applied to the connecting / disconnecting portion as compared to always disconnecting the connecting / disconnecting portion at the time of shifting.

  In addition, gearing is performed with the connecting / disconnecting part in contact, and if the gearing is successful, the connecting / disconnecting part is not disconnected. Can be prevented from becoming longer.

  In the above-described embodiment, the connecting / disconnecting portion is the splitter 40. However, the present invention is not limited to this, as long as the power transmission from the clutch 20 to the main transmission unit 50 can be connected / disconnected. Specifically, for example, the high speed gear train 41 may be omitted.

  In the above-described embodiment, the transmission 30 is configured to include the splitter 40 and the main transmission unit 50, but is not limited thereto. Specifically, for example, a sub-transmission that allows range switching may be provided at the subsequent stage of the main transmission unit 50.

  The shift control device of the present invention is suitably used for a vehicle that performs a shift operation at a low temperature.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Control apparatus 10 Drive source 20 Clutch 30 Transmission 40 Splitter 50 Main transmission part 104 Position sensor

Claims (3)

A transmission control device for a mechanical transmission, comprising: a main transmission unit; and a connection / disconnection unit that connects / disconnects power transmission from an output side of a connection / disconnection device capable of connecting / disconnecting power from a drive source to the main transmission unit. And
An input unit for inputting information used for determining whether or not the gear is engaged in the main transmission unit;
And a control unit that controls the connection / disconnection part so as to interrupt power transmission from the output side of the connection / disconnection device to the main transmission part when the gear engagement fails. The shift control device according to claim 1, wherein the control unit determines that the gear engagement has failed when the gear engagement is not completed after a predetermined time has elapsed since the gear engagement was started. The speed change control device according to claim 1, wherein the connecting / disconnecting portion is a splitter provided between the connecting / disconnecting device and the main transmission portion.

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