JP3308069B2 - Transmission control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling a transmission in a traveling machine, a construction machine, and the like, and more particularly to a transmission having a two-stage clutch composed of a main transmission and a sub-transmission, which reduces shock during shifting. And a method for improving the durability of the clutch.

[0002]

2. Description of the Related Art The input shaft side of a transmission (torque converter 2)
As shown in FIG. 10, in a transmission including a first-stage clutch (sub-transmission) on the output shaft side and a second-stage clutch (main transmission) on the output shaft side of the transmission. The speed stage is selected by a combination of the clutch on the sub-transmission and the clutch on the main transmission. A lock-up clutch 6 for directly connecting the input and output shafts of the torque converter 2 is interposed.

Conventionally, as one shifting method in this type of transmission, as shown in FIG. 11, a clutch (High, Low) on the sub-transmission side and a clutch (1st, 2nd) on the main transmission side at the time of shifting. ) Clutch to be turned on (Lo
w, 2nd) at the same time (time t0), the engagement of these on-clutches is performed almost simultaneously (in this case, since the capacity of the clutch on the auxiliary transmission side is smaller, The transmission is engaged first).

However, in this conventional system, it is good when the pump discharge amount is sufficient, but when the pump discharge amount is smaller than the two clutch capacities, the filling time, that is, the torque-off time is generally extended, and However, there is a problem that a large shift shock as shown in FIG.

As another conventional method, as shown in FIG. 12, there is a method in which switching of a sub-transmission (High → Low) is performed earlier than switching of a main transmission (1st → 2nd). However, in this conventional method, at the time point t1 when the filling of the low clutch ends, the first clutch which is the off-clutch on the main transmission side is turned off.
2nd gear (H1) with increased clutch pressure
→ 3rd gear (L2) should be 2nd gear (H1) → 1st gear (L1) →
The shift of the third speed (L2) is performed, and positive and negative shift shocks as shown in FIG. In this case, the low clutch is abbreviated as L, the high clutch is abbreviated as H, the first clutch is abbreviated as 1, the 2nd clutch is abbreviated as 2,
L1, H1, L2, H2 are respectively 1st speed, 2nd speed, 3rd speed
Corresponds to high speed and fourth speed.

FIG. 13 shows all clutches H,
In the configuration in which the electronic pressure control valves are separately provided for L, 1 and 2, pressure oil is supplied simultaneously (time t2) to both the positive and secondary clutches (L, 2) to be turned on, and the auxiliary transmission This shows the case where the L clutch on the side has finished filling (t3) earlier, and in this case also, the same phenomenon as that shown in FIG. 12 occurs due to the time difference between the completion of filling of the main and sub transmissions.

[0007] The inventors of the present invention have proposed in Japanese Patent Application No. 63-133.
No. 743 is proposed, and the shift control as shown in FIG. 14 is performed to reduce the shift shock described above.

That is, according to this technique, L1, H1,
L2 and H2 are 1st, 2nd, 3rd and 4th respectively
In the step clutch configuration, first, the main transmission is switched (1st
→ 2nd) is performed, and at the time t1 when the on-clutch filling of the main transmission is completed, the on-clutch filling of the sub-transmission is started. After the completion of the filling, the clutch pressure on the sub-transmission is rapidly increased. The engagement at the sub-transmission side is terminated before the main transmission side is terminated at the start-up rate.

According to this control, for example, when shifting up from the second speed (H1) to the third speed (L2), only 4
The speed is changed from second speed to fourth speed via third speed (H2), and then to third speed. In this case, the speed stage on the upshift side is the speed stage on the upshift side. On the other hand, as shown in FIG. 14 (i), the output shaft torque does not cause the reverse shift shock, and the torque is changed only by one shift shock.

In this control, a time difference is set between the main and sub engagement start points with the main transmission first.
Since the engagement of the sub-transmission side is terminated before the engagement of the main transmission side is completed, the main and sub-transmissions eventually increase the hydraulic pressure at the same time, and the In other words, since the hydraulic pressure must be gradually increased during the end of the engagement of the subtransmission, the time required for the engagement becomes very long.

Therefore, according to this control, the load of engagement is not well shared between the main and sub-transmissions, and the load of engagement is biased to the main transmission side. There was a problem that was bad.

The reason is as follows. In a transmission with a torque converter 2 and a lock-up clutch as in the present transmission system, as shown in FIG. 10, a general magnitude relationship of inertia is Iin <Imid <(Iout +
In this system, the lock-up clutch is turned off at the time of shifting, so that the e-value of the torque converter (torque converter input shaft speed / torque converter output shaft speed) is around 1.0 during the speed change period. There is a situation in which torque inflow from the torque converter into the transmission is small. Therefore, during shifting, there is a large inertia Imid and (Iout + vehicle inertia) on both sides of the main transmission, but a relatively small inertia Imid on one side of the subtransmission.
This is because the clutch is engaged with a small amount of engagement in the subtransmission because there is only in.

The present invention has been made in view of the above circumstances, and the load generated by the clutch is shared between the main and sub transmissions to improve the durability of the entire transmission and to provide a smooth transmission without reverse shift shock. It is an object of the present invention to provide a control method of a transmission capable of performing a shift.

[0014]

According to the present invention,
A transmission having a plurality of sub-transmission clutches at a first stage and a plurality of main transmission clutches at a second stage from a transmission input shaft, and selecting a speed stage by a combination of the sub-transmission clutch and the main transmission clutch. And are individually connected to multiple clutches of this transmission,
In a method for controlling a transmission, comprising: a plurality of pressure control valves for generating a hydraulic pressure corresponding to an input electric command to the clutch; , Control is performed as follows.

(A) Activate the pressure control valves corresponding to the main transmission clutch and the sub transmission clutch to be engaged.

(B) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged has ended, the hydraulic pressure of this sub-transmission clutch is maintained at a low pressure.

(C) When it is confirmed that the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged has ended, the hydraulic pressure of the main transmission clutch is maintained at a predetermined oil pressure value and the engagement of the main transmission clutch is attempted. The hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary slope from the low pressure value, and the hydraulic pressures of the main transmission clutch and the lock-up clutch, which are to be turned off, are turned off.

(D) When the engagement of the sub-transmission clutch is detected, the hydraulic pressure of the sub-transmission clutch is decreased to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary slope, and then the clutch is turned off. Turn off the hydraulic pressure of the sub-shift clutch.

(E) When the engagement of the main transmission clutch is confirmed,
Gradually increase the hydraulic pressure of the auxiliary transmission clutch at an arbitrary inclination. (F) After confirming the engagement of the auxiliary transmission clutch, the engagement of the lock-up clutch is started.

According to this invention, during the shifting, the sub-transmission side is double-engaged from when the main transmission is switched to when the off-clutch on the sub-transmission side is turned off (when the on-clutch and the off-clutch are engaged). ON), the intermediate shaft of the transmission is braked, so that the relative rotational speed of the main transmission clutch approaches the convergence direction. Then, the relative rotation speed on the main transmission side is quickly converged by gradually increasing the hydraulic pressure on the main transmission side while the low pressure is maintained on the sub-transmission side.
That is, the load is shared on the auxiliary transmission side even in the initial stage of the shift by the braking.

In the latter half of the shift, the engagement of the main transmission is terminated to reduce the load on the clutch, and then the engagement of the sub-transmission is terminated, so that the remaining load is reduced on the sub-transmission side. The clutch load is shared between the main and auxiliary transmissions so as to take over the shoulder.

According to the present invention, there are provided a plurality of sub-transmission clutches at the first stage from the transmission input shaft and a plurality of main transmission clutches at the second stage. And a plurality of pressure control valves individually connected to a plurality of clutches of the transmission and generating a hydraulic pressure corresponding to the input electric command to the clutch. In the control method of the machine, when the clutch to be engaged at the time of shifting is both the sub-shift clutch and the main shifting clutch, control is performed as follows.

(A) Activate the pressure control valves corresponding to the main transmission clutch and the sub transmission clutch to be engaged.

(B) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged has ended, the hydraulic pressure of the sub-transmission clutch is maintained at a low pressure.

(C) When it is confirmed that the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged has ended, the hydraulic pressure of the main transmission clutch is maintained at a predetermined oil pressure value and the engagement of the main transmission clutch is attempted. The hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary slope from the low pressure value, and the hydraulic pressures of the main and auxiliary transmission clutches and the lock-up clutch to be turned off are turned off.

(D) When the engagement of the auxiliary transmission clutch is detected, the hydraulic pressure of the auxiliary transmission clutch is lowered to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary slope.

(E) When the engagement of the main transmission clutch is confirmed,
Gradually increase the hydraulic pressure of the auxiliary transmission clutch at an arbitrary inclination. (F) After confirming the engagement of the auxiliary transmission clutch, the engagement of the lock-up clutch is started.

According to this invention, instead of braking the intermediate shaft by the control of the sub-transmission as in the above-described invention, the off-clutch of the sub-transmission is closed after the filling of the main transmission is completed. By immediately turning off the clutch and starting the engagement of the on-clutch, the clutch is operated so as to speed up the engagement of the sub-transmission side, so that the intermediate speed of the transmission can be set such that the relative speed of the main transmission clutch side approaches the convergence direction. The number of revolutions of the shaft is changed, so that the load is appropriately shared between the main and sub transmissions in the initial stage of the shift.

Also in the present invention, in the latter half of the shift, first, the engagement of the main transmission is terminated to reduce the load on the clutch, and then the engagement of the auxiliary transmission is terminated, whereby the auxiliary transmission is terminated. Thus, the remaining load is shouldered and the clutch load is shared by the main and auxiliary transmissions.

[0030]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the embodiments shown in the accompanying drawings.

FIG. 6 shows a transmission system to which the present invention is applied.

In FIG. 6, the output of the engine 1 is transmitted to a transmission 3 via a torque converter (torque converter) 2, and the output of the transmission 3 is transmitted to driving wheels 5 via a differential gear and a final reduction gear 4. . A lock-up clutch 6 for directly connecting the input and output shafts of the torque converter 2 is interposed.

The engine 1 has an engine rotation sensor 7 for outputting a signal of a number corresponding to the rotation speed n1, and the transmission 3 has rotation speeds n2, n3 and n4 of its input shaft, intermediate shaft and output shaft. Rotation sensors 8, 9, and 15 are provided, each of which outputs a predetermined number of signals, and the outputs of these sensors are applied to a controller 10.

The throttle amount sensor 11 detects the amount of depression of the throttle pedal and inputs a signal S indicating the amount of depression to the controller 10. The vehicle weight sensor 12 detects the vehicle weight I (the weight of the load) and inputs the detected value to the controller 10. The shift selector 13 inputs a signal indicating the shift position (R, N, D, 1...) Selected by the shift lever 14 to the controller 10.

The transmission 3 is connected to an output shaft of the torque converter 2 by a first-stage sub-transmission clutch H (Hi
gh) and L (Low) and the second-stage main transmission clutches 1st and 2nd connected to the output shaft of the transmission 3, the clutches H and L on the auxiliary transmission side and the clutches 1st and 2nd on the main transmission side. In combination with (L1: 1 speed,
H1: 2nd speed, L2: 3rd speed, H2: 4th speed).

As shown in FIG. 7, a clutch pressure oil supply device 20 for supplying pressure oil to these clutches
1. In addition to the relief valve 22, the clutches H, L,
Clutch hydraulic pressure control valves 31, 32, 33 and 34 for applying hydraulic pressure to the 1st and 2nd are separately provided for each clutch. The lock-up clutch 6 is also provided with an electronic pressure proportional control valve 35 for applying hydraulic pressure to the clutch.
The valves 31 to 35 are independently operated by an electric command from the controller 10.

FIG. 8 shows the clutch hydraulic control valve 31.
The clutch hydraulic pressure control valves 31 to 34 include a pressure control valve 301 for controlling the clutch hydraulic pressure and a flow control valve 30 for controlling the clutch hydraulic pressure, respectively, as shown in FIG.
2 and a sensor unit 303 for detecting filling completion. The pressure control valve 301 is controlled by the controller 10, and a detection signal of the sensor unit 303 is input to the controller 10.

The clutch oil pressure control valves 31 to 34 allow oil from the pump 21 to flow in through the input port 310 and supply oil to the clutch through the output port 311. Port 312 is closed and ports 313 and 31 are closed.
4 is a drain port.

The electronic pressure control valve 301 has a spool 315.
The right end of the spool 315 has a proportional solenoid 3
16 is in contact with the plunger 317, and the spring 31 is at the left end.
8 are provided. Spool 315 and piston 319
The oil pressure in the oil passage 322 is fed back to the oil chamber 320 defined by the above through an oil passage 321 formed in the spool 315.

The flow detection valve 302 has a spool 325, and the oil chambers 326, 327 and 328 are defined by the spool 325. Oil chamber 32 of this spool 325
An orifice 330 is formed between 7,328. The spool 325 is configured to have three different pressure receiving areas A1, A2, and A3, with A1 + between these areas.
A3> A2 and A2> A3. The left end of the spool 325 has a spring 331 and the right end has a spring 3.
32, and this spool 325 is provided in the oil chamber 32.
When no pressure is applied to 7,328, the neutral position shown in FIG. 5 is maintained at each free length position of the springs 331 and 332. That is, in this case, the spring 33
1 functions as a return spring of the spool 325, and the spring 332 functions as a pressure setting spring for detecting clutch oil pressure.

A detection pin 334 made of metal is provided on the upper right side of the valve body 333. The detection pin 334 causes the spool 325 to move further rightward from the neutral position shown in FIG. Detect that it has moved. This detection pin 334 is insulated by cover
The sensor 334 is attached to the body 333 via a lead 36, and a lead wire 337 extends from the detection pin 334.

The lead line 337 is connected to the point a between the resistors R1 and R2 connected in series. These resistors R
A predetermined DC voltage V (for example, 12 V) is applied between R1 and R2, and the body 333 is grounded.

The operation of the valves 31 to 34 having such a configuration will be described with reference to a time chart of FIG.

In FIG. 9, (a) shows the controller 1
The command current I from 0, (b) indicates the oil pressure (clutch pressure) of the oil chamber 328, and (c) indicates the output of the sensor 303.

When the clutch 10 is to be engaged, the controller 10 inputs a trigger command to the solenoid 316 of the corresponding clutch hydraulic control valve, and then applies the command current I to a predetermined initial pressure command corresponding to the clutch hydraulic initial pressure. The current is lowered, and in this state, the process waits until the filling is completed (see FIG. 9A).

The input of the trigger command causes the spool 315 of the pressure control valve 301 to move to the left, and the oil from the pump passes through the input port 310 and the oil passage 322 to the oil chamber of the flow detection valve 302. 327. The oil that has entered the oil chamber 327 flows into the oil chamber 328 through the orifice 330,
It flows into the clutch via output port 311. At this time, a differential pressure is generated between the oil chambers 327 and 328 by the orifice 330, so that the spool 325 moves to the left.

As a result, the flow detection valve 302 is opened,
The oil from the pump flowing into the oil passage 329 flows into the oil chamber 327 via the oil chamber 326, and thereafter, the orifice 330,
The oil flows into the clutch via the oil chamber 328 and the output port 311. This oil flow continues until the clutch pack is filled with oil.

Here, when the spool 325 is at the neutral position shown in FIG. 8 and during the filling time tf when the spool 325 is moving to the left from the neutral position, the spool 325 Is separated from the detection pin 334.

Therefore, in this state, the potential at the point a has a voltage value obtained by dividing the voltage V by the resistors R1 and R2 as shown in FIG. 9C.

When the clutch pack is filled with oil, the filling is terminated and the oil no longer flows, so that there is no differential pressure across the orifice 330.

Therefore, the spool 325 is connected to the spring 331.
Of the pressure receiving area of spool 325 (A1 + A3-A
Move to the right with the force applied in step 2).

When the spool 325 is returned, the hydraulic pressure from the pump is applied to the oil passage 329, the oil chamber 327, and the orifice 33.
0, the clutch oil pressure is applied via the oil chamber 328 and the like, and as a result, an overshoot pressure as shown in FIG. 6B is generated.

The spring constant of the spring 332 is shown in FIG.
As shown in (b), a pressure value Th smaller than the overshoot pressure is set.

Therefore, during this return operation, the spool 32
5 moves rightward to the neutral position shown in FIG.
By the pressure G, the spring 332 overcomes the urging force of the spring 332 and further moves rightward, and the right end surface contacts the detection pin 334.

As a result, the detection pin 334 is connected to the spool 32
Since the body 333 is electrically connected to the grounded body 333 through the point 5, the potential at the point a drops to zero as shown in FIG. 9C, and no voltage appears at the point a.

The potential at the point a is input to the controller 10, and the controller 10 determines the end of filling when the potential at the point a falls. Upon determining that the filling has ended, the controller 10 immediately increases the command current I for the clutch from the initial pressure command current value gradually (FIG. 9A).

As a result, the clutch pressure of the clutch falls from the overshoot pressure value to the initial pressure as shown in FIG. 9B, and then gradually increases. Therefore, the spool 325 temporarily moves leftward from the state in which it contacts the pin 334 toward the neutral position. Thereafter, since the clutch pressure is gradually increased, it exceeds the set pressure Th of the spring 332 at a certain point in time. As a result, the spool 325 overcomes the urging force of the spring 332 and goes right again, and its right end surface contacts the detection pin 334. Therefore, the potential at the point a drops again to zero, and thereafter maintains this zero level.

That is, the potential at the point a is set at the set pressure T
When the clutch pressure is equal to or less than the set pressure Th, the voltage becomes zero. When the clutch pressure is equal to or less than the set pressure Th, the voltage becomes a predetermined voltage value. The presence or absence of pressure, that is, the engagement state of the clutch can be known.

Next, the controller 1 having such a configuration will be described.
A first embodiment of the shift control of 0 will be described with reference to the flowchart of FIG. 1 and the time chart of FIG.

The controller 10 determines whether or not to change the speed based on the outputs of the engine rotation sensor 7 and the throttle amount sensor 11. When performing the speed change, the speed change is performed by the main transmission (1st ← →). 2nd) and auxiliary transmission (H
It is determined whether or not the switching is due to both the switching operations (← → L) (step 100). If both switching operations are performed, the following clutch control is executed.

Now, for example, assuming that the first clutch and the High clutch are engaged and the second speed is selected, the second speed is selected.
Assume an upshift to 3rd gear. At the third speed, the second clutch and the low clutch are engaged.

At the start of the shift, the controller 10 first controls the clutch hydraulic control valves 34 and 32 connected to the clutches to be engaged in the main and sub transmissions, that is, the 2nd clutch and the Low clutch. (Step 110, time t in FIG. 2)
0). At this time, the controller 10 applies the command value pattern as described with reference to FIG. 9A to the solenoids of the clutch hydraulic control valves 34 and 32 of each clutch to be engaged. In this command value pattern, FIG. 2 (b) (e)
As shown in (1), a high-level command is given first to input a large amount of oil to the clutch to speed up the end of filling, and the command pressure is reduced to a low level before the end of filling thereafter to thereby reduce the initial clutch engagement pressure. Is kept low to reduce shift shock.

At this time t0, the hydraulic pressure for the clutch 1st of the main transmission to be turned off is reduced to a predetermined low pressure value P1 (time t0 in FIG. 2 (a)).

Next, the controller 10 confirms the completion of the filling from the output of the filling detection sensor 303 provided in the valve 32 connected to the auxiliary transmission clutch Low (step 120). When the end detection signal is input (time t1 in FIG. 2)
Then, the hydraulic pressure of the auxiliary transmission clutch Low is maintained at an appropriate low pressure value P3 (FIG. 2E, step 130).

That is, in this case, it is assumed that the clutch capacity of the sub-transmission is smaller than that of the main transmission, so that the filling of the sub-transmission is completed earlier.

Next, the controller 10 confirms the completion of the filling from the output of the filling detection sensor 303 of the valve 34 connected to the main transmission clutch 2nd (step 140). At the time when the signal is input (time t2 in FIG. 2), the following four controls are executed (step 150).

(A) The valve 33 of the main transmission clutch 1st to be turned off is turned off (FIG. 2 (a)). (B) The hydraulic pressure of the main transmission clutch 2nd where filling is detected is maintained at a predetermined low pressure value P2. . (FIG. 2 (b) (c)).

(C) Valve 3 of the clutch Low on the auxiliary transmission side
2 is started gradually (FIGS. 2 (e) and 2 (f)).

(D) The pressure control valve 35 of the lock-up clutch 6 is turned off (FIG. 2 (j)).

In the control of the main transmission (a) and (b), the hydraulic pressure P1 of the clutch 1st to be turned off
(FIG. 2 (a)) and the hydraulic pressure P2 of the clutch 2nd to be turned on (FIG. 2 (b)) are set to appropriate values so that the transmission 3 immediately before shifting and at the end of filling can be obtained.
Are made equal to each other to prevent a shift shock.

Next, the controller 10 detects that the engagement of the auxiliary transmission clutch Low has ended in this state (step 160).

The detection method is as follows: (1) The relative speed of the sub-transmission (n2-n3 · G; gear ratio of the sub-transmission) is obtained from the detection signals n2 and n3 of the rotation sensors 8 and 15, and (2) The time required from the start of engagement or the end of filling to the end of engagement is checked in advance by an actual vehicle test, etc. There is a method of detecting the end point of engagement of the auxiliary transmission by timer management. It should be noted that the determination in step 160 may be determined as a point in time when the input shaft rotation speed of the transmission becomes equal to or lower than a certain rotation speed.

The controller 10 controls the auxiliary transmission clutch Low
Is detected (time t3), the following three controls are executed at this time (step 17).
0).

(E) Start hydraulic build-up control of the main transmission clutch 2nd (FIG. 2 (b)). (F) Turn off the off-clutch High on the sub-transmission side (FIG. 2).
(d)) (g) Lower the hydraulic pressure of the on-clutch Low on the auxiliary transmission side to an appropriate low pressure value P5.

That is, during the period from the time when the main transmission is switched to the time when the hydraulic pressure of the off-clutch High on the sub-transmission is cut off (t2 to t3), the sub-transmission is double-engaged (the on-clutch High and off). By turning on the clutch Low), the intermediate shaft of the transmission is braked, so that the relative speed of the main transmission clutch approaches the convergence direction. That is, the load which tends to be deviated to the main transmission side is also shared to the sub transmission side in the initial stage of the shift by the braking.

Next, the controller 10 detects in this state that the engagement of the main transmission clutch 2nd has been completed in the same manner as in step 160 (step 180). When the controller 10 detects that the engagement of the main transmission clutch 2nd has ended (time t4), the controller 10 starts hydraulic build-up control of the sub transmission clutch Low to be engaged (step 190). However, since the output torque of the auxiliary transmission at this time becomes a shift shock, the initial pressure P4
And the build-up rate needs to be set to an appropriate value.

The methods for this are as follows: (1) The speed stage,
An optimal initial pressure and an optimum build-up rate are obtained in advance by using an accelerator command and a brake command as parameters, and these are stored in a memory in the controller 10 in a map system. Then, at the time of shifting, an initial pressure and a build-up rate according to the speed stage, the accelerator command, and the brake command are read from this memory, and the control is performed based on these values.
There is a way to ask.

Thereafter, when the controller 10 detects that the engagement of the auxiliary transmission clutch Low has ended (at time t in FIG. 2).
5, step 200), and controller 10 starts build-up of the hydraulic pressure of lock-up clutch 6 (time t).
Five).

As described above, according to this embodiment, at the beginning of the shift, the intermediate shaft of the transmission is braked by double-engaging the sub-transmission side, so that the shift is shifted toward the main transmission side at the beginning of the shift. The secondary load is also shared by the auxiliary transmission.

In the latter half of the gear shift, first, the engagement of the main transmission is terminated to reduce the load on the clutch, and then the engagement of the sub-transmission is terminated, so that the remaining load is reduced on the sub-transmission side. The clutch load is shared between the main and auxiliary transmissions so as to take over the shoulder.

Next, a second embodiment of the present invention will be described with reference to FIG.
And the time chart of FIG.

In the case of switching between the main transmission and the sub transmission (step 200), the controller 10 first connects to the clutch to be engaged in both the main and sub transmissions, that is, the 2nd clutch and the Low clutch. At the same time, the supply of pressure oil to the selected clutch hydraulic control valves 34 and 32 is started (step 210, time t0 in FIG. 2).

At this time t0, the hydraulic pressure for the clutch 1st of the main transmission to be turned off is reduced to a predetermined low pressure value P1 (time t0 in FIG. 4A).

Next, the controller 10 confirms the completion of the filling from the output of the filling detection sensor 303 provided in the valve 32 connected to the auxiliary transmission clutch Low (step 220). When the end detection signal is input (time t1 in FIG. 4)
Then, the hydraulic pressure of the sub-transmission clutch Low is maintained at an appropriate low pressure value P3 (FIG. 4E, step 230).

Next, the controller 10 confirms the end of the filling from the output of the filling detection sensor 303 of the valve 34 connected to the main transmission clutch 2nd (step 240). At the time when the signal is input (time t2 in FIG. 4), the following five controls are executed (step 250).

(A) Turn off the valve 33 of the main transmission clutch 1st to be turned off (FIG. 4 (a)). (B) Valve 3 of the auxiliary transmission clutch High to be turned off
1 is turned off (FIG. 4 (d)).

(C) The pressure control valve 35 of the lock-up clutch 6 is turned off (FIG. 4 (j)).

(D) The hydraulic pressure of the main speed change clutch 2nd at which the completion of filling is detected is maintained at a predetermined low pressure value P2. (FIG. 4 (b) (c)).

(E) Valve 3 of the clutch Low on the auxiliary transmission side
Then, the gradual increase of the hydraulic pressure with respect to No. 2 is started (FIGS. 4E and 4F).

That is, according to the second embodiment, the brake is not applied by the sub-transmission as in the first embodiment, but immediately after the filling of the main transmission clutch 2nd is completed, By disengaging the off-clutch and starting the on-clutch gradual increase control, the operation is performed so as to accelerate the engagement on the sub-transmission side, thereby sharing the load at the initial stage of the shift. In the second embodiment, the double engagement time is shorter and the risk is smaller than in the first embodiment.

In the control of the main transmission (a) and (d), the hydraulic pressure P1 of the clutch 1st to be turned off
(FIG. 4 (a)) and the hydraulic pressure P2 of the clutch 2nd to be turned on (FIG. 4 (b)) are set to appropriate values so that the transmission 3 immediately before shifting and when filling is completed.
Are made equal to each other to prevent a shift shock.

Next, the controller 10 detects that the engagement of the auxiliary transmission clutch Low has ended in this state (step 260).

The controller 10 controls the auxiliary transmission clutch Low
Is detected (time t3), the following two controls are executed at this time (step 27).
0).

(A) Start hydraulic build-up control of the main transmission clutch 2nd (FIG. 4 (b)). (B) Lower the hydraulic pressure of the on-clutch Low on the auxiliary transmission side to an appropriate low pressure value P5.

Next, the controller 10 detects that the engagement of the main transmission clutch 2nd has ended in this state (step 280). When the controller 10 detects that the engagement of the main transmission clutch 2nd has ended (time t4), the controller 10 starts hydraulic build-up control of the sub transmission clutch Low to be engaged (step 290). However, since the output torque of the main transmission at this time becomes a shift shock, the initial pressure P4 and the build-up rate are set to appropriate values.

Thereafter, when the controller 10 detects that the engagement of the auxiliary transmission clutch Low has ended (at time t in FIG. 4).
5, step 300), and controller 10 starts build-up of hydraulic pressure of lock-up clutch 6 (time t).
Four).

As described above, according to the second embodiment, instead of braking the intermediate shaft by the control on the sub-transmission side as in the previous embodiment, after the filling on the main transmission side is completed, The off-clutch on the sub-transmission side is immediately turned off and the on-clutch is started to engage, so that the engagement on the sub-transmission side is accelerated to converge the relative rotational speed on the main transmission clutch side. The rotation speed of the intermediate shaft of the transmission is changed so as to approach the direction, so that the load is appropriately shared between the main and sub transmissions in the initial stage of the gear shift.

Also in this embodiment, in the latter half of the shift, first, the engagement of the main transmission is terminated to reduce the load on the clutch, and then the engagement of the auxiliary transmission is terminated, whereby the auxiliary transmission is terminated. The clutch load is shared by the main and auxiliary transmissions by taking over the remaining load on the side.

Next, a third embodiment of the present invention will be described with reference to FIG.

This third embodiment is intended to cope with a case where the pump speed is low due to a relatively low engine speed, and the main and auxiliary transmissions are different from the second embodiment. Are not started at the same time, but the auxiliary transmission side is filled earlier than the main transmission side.

That is, in the case of switching between the main transmission and the sub transmission, the controller 10 firstly controls the clutch hydraulic control valve 32 connected to the clutch to be engaged in the sub transmission, that is, the low clutch. Pressure oil supply is started (time t0 in FIG. 5).

Next, the controller 10 confirms the completion of the filling from the output of the filling detection sensor 303 provided in the valve 32 connected to the auxiliary transmission clutch Low, and the filling completion detection signal described above is output from this sensor 303. At the input time (time t1), the hydraulic pressure of the sub-transmission clutch Low is maintained at an appropriate low pressure value P3 (FIG. 5 (e)), and the supply of pressure oil to the main transmission clutch 2nd to be engaged is performed. It starts (FIG. 5 (b)).

Next, the controller 10 controls the filling detection sensor 3 of the valve 34 connected to the main transmission clutch 2nd.
03, the completion of filling is confirmed, and this sensor 3
When the filling end detection signal is input from 03 (time t2), the following five controls are executed.

(A) The valve 33 of the main transmission clutch 1st to be turned off is turned off (FIG. 5 (a)). (B) The pressure control valve 35 of the lockup clutch 6 is turned off (FIG. 4 (j)).

(C) The hydraulic pressure of the main transmission clutch 2nd at which the completion of filling is detected is maintained at a predetermined low pressure value P2. (FIG. 4 (b) (c)).

(E) Valve 3 of the clutch Low on the auxiliary transmission side
Then, the gradual increase of the hydraulic pressure with respect to No. 2 is started (FIGS. 4E and 4F).

Next, in this state, the controller 10 detects that the engagement of the auxiliary transmission clutch Low has been completed, and detects that the engagement of the auxiliary transmission clutch Low has been completed (time t3). Executes the following three controls.

(A) The auxiliary transmission clutch High to be turned off
(FIG. 5 (d)) (b) Start hydraulic build-up control of the main transmission clutch 2nd (FIG. 4 (b)) (b) Adjust the hydraulic pressure of the on-clutch Low on the sub-transmission side as appropriate Lower to low pressure value P3.

Next, in this state, the controller 10 detects that the engagement of the main transmission clutch 2nd has been completed, and detects that the engagement of the main transmission clutch 2nd has been completed (time t4). The hydraulic build-up control of the sub-shift clutch Low to be started is started.

Thereafter, when the controller 10 detects that the engagement of the auxiliary transmission clutch Low has ended (at time t).
5) Control to start build-up of the hydraulic pressure of the lock-up clutch 6.

That is, in this embodiment, the control of making the filling of the sub-transmission clutch faster than that of the main transmission clutch is combined with the control of the first embodiment. The control for making the filling of the sub-transmission clutch faster than that of the main transmission clutch may be combined with the embodiment.

In the above embodiment, the case of upshifting has been described, but the same control is performed when downshifting.

In the above-described embodiment, the filling completion detection is performed by using the filling detection sensor 303 having the configuration shown in FIG. 5. However, a filling detection sensor having another configuration may be used. A method based on time management in which an appropriate filling time is set may be used.

The present invention is applicable to both manual transmission vehicles and automatic transmission vehicles. Further, in the above embodiment, the present invention is applied to a transmission having two subtransmissions H, L in the first stage and two main transmissions 1st, 2nd in the second stage. However, other types of transmissions, such as (main; H, L. sub; 1, 2, 3, 4, R) or (main; F, R. sub; 1, 2, 3, 4) The present invention can of course be applied to this.

[0115]

As described above, according to the present invention,
In the initial stage of the gear shift, the load on the main and sub transmissions is shared by changing the rotation speed of the transmission intermediate shaft in the direction in which the rotation speed on the main transmission side converges by the control on the sub transmission side, and in the latter half of the gear shift. The engagement of the main transmission clutch is promptly terminated, and after the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the sub transmission clutch is gradually increased to terminate the engagement of the sub transmission clutch, thereby reducing the clutch load. Since the sharing is performed, the load sharing in the main and sub transmissions can be suitably performed over the entire shift period, and the reverse shift shock that has conventionally occurred can be reliably prevented.

[Brief description of the drawings]

FIG. 1 is a flowchart showing a first embodiment of the present invention.

FIG. 2 is a time chart for explaining a specific operation example of the first embodiment.

FIG. 3 is a flowchart showing a second embodiment of the present invention.

FIG. 4 is a time chart for explaining a specific operation example of the second embodiment.

FIG. 5 is a time chart showing a third embodiment of the present invention.

FIG. 6 is a block diagram showing an example of the overall configuration of a transmission system.

FIG. 7 is a hydraulic circuit diagram showing an internal configuration of a clutch hydraulic pressure supply device of the transmission system.

FIG. 8 is a sectional view showing the internal configuration of a clutch hydraulic control valve.

FIG. 9 is a time chart for explaining the operation of the clutch hydraulic control valve.

FIG. 10 is a conceptual diagram of a transmission.

FIG. 11 is a time chart for explaining a conventional technique.

FIG. 12 is a time chart for explaining the prior art.

FIG. 13 is a time chart for explaining a conventional technique.

FIG. 14 is a time chart for explaining a conventional technique.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Torque converter 3 ... Transmission 6 ... Lock-up clutch 7, 8, 9 ... Rotation speed sensor 10 ... Controller 11 ... Throttle amount sensor 12 ... Vehicle weight sensor 13 ... Shift selector 1st, 2nd ... Main transmission Machines H, L: Sub-transmission 301: Flow control valve 302: Flow detection valve 303: Filling end detection sensor

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 F16H 61/14 B60K 41 / 00-41/28

Claims (4)

(57) [Claims] 1. A transmission having a plurality of sub-transmission clutches at a first stage and a plurality of main transmission clutches at a second stage from a transmission input shaft. A transmission control method comprising: a transmission for selecting a gear; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and generate a hydraulic pressure corresponding to an input electric command to the clutch. When the clutch to be engaged at the time of shifting is both the sub-shift clutch and the main shift clutch, the transmission is controlled as follows. (a) Activate the pressure control valves corresponding to the main transmission clutch and the sub transmission clutch to be engaged. (b) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged ends, the hydraulic pressure of the sub-transmission clutch is maintained at a low pressure. (c) When confirming the end of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged, while maintaining the hydraulic pressure of the main transmission clutch at a predetermined oil pressure value,
The hydraulic pressure of the sub-transmission clutch to be engaged is gradually increased from the low pressure value at an arbitrary slope, and the hydraulic pressures of the main transmission clutch and the lock-up clutch to be turned off are turned off. (d) When the engagement of the sub-transmission clutch is detected, the hydraulic pressure of the sub-transmission clutch is lowered to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary gradient, and the sub-transmission to be turned off is further performed. Turn off the hydraulic pressure of the clutch. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the sub transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the sub transmission clutch is confirmed, engagement of the lock-up clutch is started. 2. A transmission having a plurality of sub-transmission clutches at a first stage and a plurality of main transmission clutches at a second stage from a transmission input shaft. A transmission control method comprising: a transmission for selecting a gear; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and generate a hydraulic pressure corresponding to an input electric command to the clutch. When the clutch to be engaged at the time of shifting is both the sub-shift clutch and the main shift clutch, the transmission is controlled as follows. (a) Activate the pressure control valves corresponding to the main transmission clutch and the sub transmission clutch to be engaged. (b) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged ends, the hydraulic pressure of the sub-transmission clutch is maintained at a low pressure. (c) When confirming the end of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged, while maintaining the hydraulic pressure of the main transmission clutch at a predetermined oil pressure value,
The hydraulic pressure of the sub-transmission clutch to be engaged is gradually increased at an arbitrary gradient from the low pressure value, and the hydraulic pressures of the main and auxiliary transmission clutches and the lock-up clutch to be turned off are turned off. (d) When engagement of the sub-transmission clutch is detected, the hydraulic pressure of the sub-transmission clutch is decreased to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary slope. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the sub transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the sub transmission clutch is confirmed, engagement of the lock-up clutch is started. 3. A transmission having a plurality of sub-transmission clutches at a first stage and a plurality of main transmission clutches at a second stage from a transmission input shaft, and having a combination of the sub-transmission clutch and the main transmission clutch to control the speed. A transmission control method comprising: a transmission for selecting a gear; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and generate a hydraulic pressure corresponding to an input electric command to the clutch. When the clutch to be engaged at the time of shifting is both the sub-shift clutch and the main shift clutch, the transmission is controlled as follows. (a) Activate the pressure control valve corresponding to the sub transmission clutch to be engaged. (b) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged has ended, the hydraulic pressure of the sub-transmission clutch is maintained at a low pressure and the pressure corresponding to the main transmission clutch to be engaged is maintained. Activate the control valve. (c) When confirming the end of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged, while maintaining the hydraulic pressure of the main transmission clutch at a predetermined oil pressure value,
The hydraulic pressure of the sub-transmission clutch to be engaged is gradually increased from the low pressure value at an arbitrary slope, and the hydraulic pressures of the main transmission clutch and the lock-up clutch to be turned off are turned off. (d) When the engagement of the sub-transmission clutch is detected, the hydraulic pressure of the sub-transmission clutch is lowered to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary gradient, and the sub-transmission to be turned off is further performed. Turn off the hydraulic pressure of the clutch. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the sub transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the sub transmission clutch is confirmed, engagement of the lock-up clutch is started. 4. A transmission having a plurality of sub-transmission clutches at a first stage and a plurality of main transmission clutches at a second stage from a transmission input shaft, and having a combination of the sub-transmission clutch and the main transmission clutch. A transmission control method comprising: a transmission for selecting a gear; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and generate a hydraulic pressure corresponding to an input electric command to the clutch. When the clutch to be engaged at the time of shifting is both the sub-shift clutch and the main shift clutch, the transmission is controlled as follows. (a) Activate the pressure control valve corresponding to the sub transmission clutch to be engaged. (b) When it is confirmed that the filling time of the pressure control valve corresponding to the sub-transmission clutch to be engaged has ended, the hydraulic pressure of the sub-transmission clutch is maintained at a low pressure and the pressure corresponding to the main transmission clutch to be engaged is maintained. Activate the control valve. (c) When confirming the end of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged, while maintaining the hydraulic pressure of the main transmission clutch at a predetermined oil pressure value,
The hydraulic pressure of the sub-transmission clutch to be engaged is gradually increased at an arbitrary gradient from the low pressure value, and the hydraulic pressures of the main and auxiliary transmission clutches and the lock-up clutch to be turned off are turned off. (d) When engagement of the sub-transmission clutch is detected, the hydraulic pressure of the sub-transmission clutch is decreased to a predetermined low pressure value, and the hydraulic pressure of the main transmission clutch is gradually increased at an arbitrary slope. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the sub transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the sub transmission clutch is confirmed, engagement of the lock-up clutch is started.