JP4483613B2 - Shift control apparatus and method - Google Patents

Description

  The present invention relates to a speed change control apparatus and method for controlling a speed change of a transmission including a main shaft interlocking with a wheel side and a countershaft interlocking with an engine and a clutch side.

  In recent years, in a transmission for a vehicle, in order to reduce the number of parts and cost, a mechanical synchronization mechanism is omitted, and instead, synchronization control is performed to achieve synchronization during a shift (gear-in). It has been broken.

  For example, in a two-shaft transmission having a main shaft that is linked to the wheel side and a counter shaft that is linked to the engine and clutch side, the number of rotations on the counter shaft side at the gear stage of the shift destination, such as during a downshift Is lower than the rotational speed on the main shaft side, double clutch control is executed. That is, while disengaging the clutch and releasing the gear, the target countershaft speed required to synchronize the main shaft side and the countershaft side is calculated, and the engine speed corresponds to the target countershaft speed. The fuel injection control of the engine is executed so as to be a number. Thereafter, the clutch is temporarily brought into contact to increase the countershaft rotation speed to the target countershaft rotation speed, thereby synchronizing the main shaft side and the subshaft side. Therefore, the clutch is disengaged again and gear-in is performed.

  The “rotation speed” in the present specification is a rotation speed per unit time, for example, a value in rpm, and corresponds to a rotation speed.

  On the other hand, when the rotational speed on the countershaft side is higher than the rotational speed on the main shaft side, such as when shifting up, the countershaft brake control (countershaft brake control, hereinafter referred to as CSB control) is performed. Execute. That is, while disengaging the clutch and releasing the gear, the target countershaft rotation speed necessary for synchronizing the main shaft side and the subshaft side is calculated, and the subshaft brake means provided on the subshaft is used. The countershaft is decelerated to the target countershaft rotation speed, the main shaft side and the subshaft side are synchronized, the clutch is disengaged, and gear-in is executed (see, for example, Patent Document 1).

JP 2004-50891 A

  By the way, when the oil temperature of the transmission oil (lubricating oil) is extremely low in a cold region or the like, the viscosity of the oil becomes very high, and a large resistance acts on the rotation of the countershaft. Therefore, when the engine driving force transmitted to the secondary shaft is small, such as when the clutch is disconnected, the rotational speed of the secondary shaft decreases greatly. The large decrease in the countershaft rotation speed adversely affects the above-described shift control.

  Here, a problem when the countershaft brake control at the time of shift up is performed at a low oil temperature will be described with reference to FIG.

  The clutch is operated to the disengagement side at time t1, and the gear is released at time t2. On the other hand, the target countershaft rotation speed X necessary for synchronizing the main shaft side and the subshaft side is calculated. Also, the countershaft is decelerated and braked by the countershaft brake means from time t2 (CSB control).

  Here, since the resistance due to oil is large at a low oil temperature, the rotation speed of the countershaft tends to be lower than the target countershaft rotation speed X. When it falls below, at time t3, the clutch is operated to the contact side, and the countershaft rotation speed is increased again.

  If the countershaft rotation speed is synchronized with the target countershaft rotation speed X (time t4), the clutch is operated to the disengagement side to perform gear-in.

  However, as described above, when the clutch is operated to the disengagement side at a low oil temperature, the countershaft rotation speed is significantly reduced. For this reason, the countershaft rotation speed is significantly lower than the target countershaft rotation speed X due to a slight time lag from when the gear-in instruction signal is transmitted until the gear-in operation is actually performed. As a result, the gear-in operation to the non-synchronized gear stage is executed in a state where the rotational speed difference between the counter shaft side (dog gear) and the main shaft side (sleeve) is out of the range where gear in is possible. No phenomenon occurs.

  After time t5 in FIG. 17, although a gear-in instruction signal is issued, gear-in cannot be performed, and the state where the gear-in is attempted again by engaging / disengaging the clutch is shown. However, since the speed change control method does not change from the time t3 to the time t4 after the time t5, there is a high possibility that the gear-in cannot be performed, causing the vehicle itself to stall.

  As described above, the conventional shift control is set on the assumption that the oil temperature is normal, and is not very suitable as the shift control when the oil temperature is low.

  In short, at low oil temperatures, if the clutch is operated to the disengagement side for gearing in, the rotational speed of the countershaft will be significantly reduced before the transmission is actually geared in. Gear-in will not be possible.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a shift control device and method capable of reliably performing gear-in when the transmission oil temperature is low and preventing gear ringing during the gear-in. is there.

In order to achieve the above object, the present invention provides a shift control device for controlling the shift of a transmission including a main shaft interlocking with a wheel side and a countershaft interlocking with an engine and a clutch side. Temperature detecting means for detecting the oil temperature, and when shifting to one of the gear stages, the temperature detected by the temperature detecting means is not more than a predetermined temperature, and the gear on the countershaft side in the gear stage of the shift destination When the rotation speed does not synchronize with the target countershaft rotation speed necessary for gear-in, the clutch is moved to the first predetermined position to transmit the engine torque to the countershaft side. The engine rotational speed is synchronized with the rotational speed on the countershaft side, and the clutch is engaged when the rotational speed on the countershaft side synchronized with the engine rotational speed is synchronized with the target countershaft rotational speed . On condition It performs a gear-to the transmission destination of the gear stage.

  Preferably, when shifting to any one of the gear stages, the temperature detected by the temperature detecting means is equal to or lower than a predetermined temperature, and the rotational speed on the countershaft side in the gear stage to be shifted is higher than the target countershaft rotational speed. If the rotation speed on the countershaft side is lower than the target countershaft rotation speed after the clutch is disengaged to release the gear at a higher speed, the clutch is brought into contact with the first predetermined position. And the rotational speed on the countershaft side is increased by controlling the engine, and gear-in is performed when the rotational speed on the countershaft side is synchronized with the target countershaft rotational speed.

  Preferably, the transmission includes a non-synchronized gear stage that does not have a mechanical synchronization mechanism for synchronizing the counter-shaft side rotational speed and the target counter-shaft rotational speed in the gear stage to which the speed is changed. It is provided.

  Preferably, when shifting to the non-synchronous gear stage, when the detected temperature exceeds a predetermined temperature and the rotational speed on the countershaft side in the gear stage to be shifted is higher than the target countershaft rotational speed. In addition, after the clutch is disengaged and the gear is disengaged, when the sub-shaft is decelerated to the target counter-shaft rotation speed by the sub-shaft brake means provided on the sub-shaft to perform gear-in, When the rotational speed of the secondary shaft falls below the target secondary shaft rotational speed due to braking, the clutch is moved to the contact side to the second predetermined position, and the rotational speed of the secondary shaft is changed to the target secondary shaft rotational speed. After being raised to the above, the clutch is operated again to the disengagement side, and the gear-in is prohibited until the clutch moves to the disengagement side to a preset position, and then the countershaft rotation speed decreases. Above And performs gear-when synchronized with standard counter shaft rotation speed.

  Preferably, the first predetermined position is located closer to the second predetermined position than the second predetermined position.

  Preferably, when the detected temperature exceeds the predetermined temperature, the gear-in is prohibited until a predetermined period elapses after the clutch moves to the disengaged side to the set position.

  Preferably, when the detected temperature exceeds the predetermined temperature, the countershaft is decelerated and braked by the countershaft brake means after the clutch moves to the disengagement side to the set position.

  Preferably, there is provided means for calculating an output shaft rotational speed of the clutch corresponding to the target countershaft rotational speed and comparing a difference between the calculated clutch output shaft rotational speed and an actual engine rotational speed, and the detected temperature. When the temperature exceeds the predetermined temperature and the difference is smaller than the predetermined value, the prohibition of the gear-in is not executed, the clutch is moved to the second predetermined position to be in clutch engagement, and the rotational speed of the countershaft is The gear-in is performed when it rises and synchronizes with the target countershaft rotation speed.

In order to achieve the above object, the present invention provides a shift control method for controlling the shift of a transmission including a main shaft that is linked to the wheel side and a countershaft that is linked to the engine and the clutch side. Temperature detecting means for detecting the oil temperature is provided, and when shifting to any one of the gear stages, the temperature detected by the temperature detecting means is equal to or lower than a predetermined temperature, and the sub-shaft side of the gear position of the shift destination is When the rotation speed does not synchronize with the target countershaft rotation speed necessary for gear-in, the clutch is moved to the first predetermined position to transmit the engine torque to the countershaft side. The engine rotational speed is synchronized with the rotational speed on the countershaft side, and the clutch is engaged when the rotational speed on the countershaft side synchronized with the engine rotational speed is synchronized with the target countershaft rotational speed . On condition It performs a gear-to the transmission destination of the gear stage.

  According to the present invention, when the oil temperature of the transmission is low, the gear-in can be reliably performed, and the excellent effect that the gear ringing at the gear-in can be prevented is exhibited.

  Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

  This embodiment is applied to the automatic transmission disclosed by the present applicant in Japanese Patent Laid-Open No. 2001-263472. First, an outline of the automatic transmission will be described.

  FIG. 1 shows an automatic transmission for a vehicle according to this embodiment. Here, the vehicle is a tractor that pulls the trailer, and the engine is a diesel engine. As shown in the figure, a transmission 3 is attached to the engine 1 via a clutch 2, and an output shaft 4 (see FIG. 2) of the transmission 3 is connected to a propeller shaft (not shown) to drive a rear wheel (not shown). It is supposed to be. The engine 1 is electronically controlled by an engine control unit (ECU) 6. That is, the ECU 6 reads the current engine speed and engine load from the outputs of the engine rotation sensor 7 for detecting the engine speed and the accelerator opening sensor 8 for detecting the accelerator opening, and based on these, the fuel is mainly read out. The electronic governor 1d of the injection pump 1a is controlled to control the fuel injection timing and the fuel injection amount. On the other hand, during the speed change of the transmission 3, the engine control is executed based on the pseudo accelerator opening processed by the ECU 6 independently of the actual accelerator opening detected by the accelerator opening sensor 8. This is particularly necessary in the double clutch control described later.

  Further, in the present embodiment, a temperature detection unit for measuring the oil temperature of the transmission 3 is provided. The temperature detection means includes an oil temperature sensor 51 provided in the transmission 3.

  As shown in FIG. 2, the flywheel 1b is attached to the crankshaft of the engine, the ring gear 1c is formed on the outer periphery of the flywheel 1b, and the engine rotation sensor 7 outputs a pulse each time the teeth of the ring gear 1c pass, The ECU 6 counts the number of pulses per unit time and calculates the engine speed.

  As shown in FIG. 1, here, the clutch 2 and the transmission 3 are automatically controlled based on a control signal of a transmission control unit (TMCU) 9. That is, the automatic transmission device includes an automatic clutch device and an automatic transmission. The ECU 6 and the TMCU 9 are connected to each other via a bus cable or the like and can communicate with each other.

  As shown in FIG. 2, the clutch 2 is a mechanical friction clutch, a flywheel 1b on the input side, a driven plate 2a on the output side, and a pressure plate 2b that frictionally contacts or separates the driven plate 2a from the flywheel 1b. Consists of The clutch 2 operates the pressure plate 2b in the axial direction by the clutch actuator 10 (see FIG. 1), and is basically automatically connected / disconnected, thereby reducing the burden on the driver. On the other hand, in order to enable delicate clutch work at the time of very low speed back and sudden clutch disconnection in an emergency, manual connection / disconnection by the clutch pedal 11 (see FIG. 1) is also possible here. This is a configuration of a so-called selective auto clutch. As shown in FIG. 1, a clutch stroke sensor 14 for detecting the clutch position (that is, the position of the pressure plate 2b) and a clutch pedal stroke sensor 16 for detecting the position (depression amount) of the clutch pedal 11 are provided. Connected to. Further, the oil temperature sensor 51 is connected to the TMCU 9, and the detected temperature of the oil temperature sensor 51 is sent to the TMCU 9.

  As clearly shown in FIG. 3, the clutch actuator (clutch booster) 10 is connected to the air tank 5 through two systems of pneumatic passages a and b indicated by solid lines, and operates with the air pressure supplied from the air tank 5. One passage a is for automatic clutch connection / disconnection, and the other passage b is for clutch manual connection / disconnection. One of the passages a is bifurcated, one of which is provided with a series of solenoid valves MVC1 and MVC2 for automatic connection / disconnection, and the other is provided with an emergency solenoid valve MVCE. A double check valve DCV1 is provided at the branch junction. A hydraulically operated valve 12 attached to the clutch actuator 10 is provided in the other passage b. A double check valve DCV2 is also provided at the junction of both passages a and b. The double check valves DCV1, DCV2 are differential pressure actuated three-way valves.

  The solenoid valves MVC1, MVC2, and MVCE are ON / OFF controlled by the TMCU 9. When ON, the upstream side communicates with the downstream side, and when OFF, the upstream side is blocked and the downstream side is opened to the atmosphere. First, the automatic side will be described. The electromagnetic valve MVC1 is simply turned ON / OFF in accordance with the ON / OFF of the ignition key. The ignition key is OFF, that is, OFF when the vehicle is stopped, and the air pressure from the air tank 5 is shut off. The electromagnetic valve MVC2 is a proportional control valve and can freely control the amount of supply or exhaust air. This is to control the clutch connection / disconnection speed. When the solenoid valves MVC1 and MVC2 are both ON, the air pressure in the air tank 5 is switched to the double check valves DCV1 and DCV2 and supplied to the clutch actuator 10. As a result, the clutch is disconnected. When the clutch is connected, only the MVC 2 is turned OFF, whereby the air pressure of the clutch actuator 10 is discharged from the MVC 2 and the clutch is connected.

  However, if an abnormality occurs in the electromagnetic valve MVC1 or MVC2 during clutch separation and either of them is turned OFF, the clutch is suddenly engaged against the driver's intention. Therefore, when such an abnormality is detected by the abnormality diagnosis circuit of the TMCU 9, the solenoid valve MVCE is immediately turned on. Then, the air pressure that has passed through the electromagnetic valve MVCE is switched to the reverse of the double check valve DCV1 and supplied to the clutch actuator 10 to maintain the clutch disengaged state and prevent sudden clutch engagement.

  Next, the manual side will be described. The hydraulic pressure is supplied / discharged from the master cylinder 13 in response to the depression / return operation of the clutch pedal 11, and this hydraulic pressure is supplied to the hydraulic valve 12 via a hydraulic passage 13a indicated by a broken line. As a result, the hydraulic valve 12 is opened and closed, the pneumatic pressure is supplied to and discharged from the clutch actuator 10, and the clutch 2 is manually connected and disconnected. When the hydraulically operated valve 12 is opened, the air pressure passing through the hydraulically operated valve 12 switches the double check valve DCV2 to reach the clutch actuator 10. When the automatic connection / disconnection of the clutch 2 interferes with the manual connection / disconnection, the manual connection / disconnection is prioritized.

  As shown in detail in FIG. 2, the transmission 3 is a multi-stage transmission that is basically meshed with a main shaft (main shaft) 33 and a counter shaft (counter shaft) 32, and has 16 forward speeds and 2 reverse speeds. Shifting is possible. The transmission 3 includes a main gear 18 and a splitter 17 and a range gear 19 as auxiliary transmissions on the input side and the output side, respectively. The engine power transmitted to the input shaft 15 (the output shaft of the clutch 2) is sequentially sent to the splitter 17, the main gear 18, and the range gear 19 and output to the output shaft 4.

  A gear shift unit GSU is provided to automatically shift the transmission 3, and is composed of a splitter actuator 20, a main actuator 21, and a range actuator 22 that are responsible for shifting the splitter 17, the main gear 18, and the range gear 19. These actuators are also pneumatically operated like the clutch booster 10 and controlled by the TMCU 9. The current positions of the gears 17, 18 and 19 are detected by a gear position switch 23 (see FIG. 1). The rotation speed of the sub shaft 32 is detected by the sub shaft rotation sensor 26, and the rotation speed of the output shaft 4 is detected by the output shaft rotation sensor 28. These detection signals are sent to TMCU9.

  Also, the TMCU 9 calculates the current vehicle speed based on the current output shaft rotation speed detected by the output shaft rotation sensor 28, and displays this on the speedometer.

  In this automatic transmission, a manual mode is set, and a manual shift based on a driver's shift change operation is possible. In this case, as shown in FIG. 1, the connection / disconnection control of the clutch 2 and the shift control of the transmission 3 are performed with a shift instruction signal from a shift change device 29 provided in the driver's seat as a signal. That is, when the driver shifts the shift lever 29a of the shift change device 29, the shift switch built in the shift change device 29 is activated (ON), and a shift instruction signal is sent to the TMCU 9, based on which the TMCU 9 The clutch actuator 10, the splitter actuator 20, the main actuator 21 and the range actuator 22 are appropriately operated to execute a series of gear shifting operations (clutch disengagement → gear disengagement → gear engagement → clutch engagement). The TMCU 9 displays the current shift stage on the monitor 31.

  In the shift change device 29 shown in FIG. 1, R means reverse, N means neutral, D means drive, UP means manual shift up position, and DOWN means manual shift down position. The shift switch outputs a signal corresponding to each position. The driver's seat is provided with a mode switch 24 for switching the shift mode between the manual shift mode and the automatic shift mode, and a skip switch 25 for switching between the normal mode for shifting one step at a time and the skip mode for skipping one step. It is done.

  When the shift lever 29a is in the D range in the automatic transmission mode, the transmission basically follows a shift-up map and a shift-down map (hereinafter sometimes referred to simply as a shift map). 3 automatic shift is performed. If the driver manually operates the shift lever 29a to UP or DOWN during the automatic shift mode, the transmission 3 is shifted up or down according to the driver's manual operation regardless of the shift map. At this time, if the skip switch 25 is OFF (normal mode), the shift is performed step by step by one operation of the shift lever 29a. This is effective when the loaded load is relatively large, such as when trailer is pulled. If the skip switch 25 is ON (skip mode), the shift is performed by skipping one step. This is effective when the trailer is not towed or when the load is light.

  On the other hand, in the manual shift mode, the shift completely follows the driver's intention. When the shift lever 29a is in the D range, no speed change is performed, and the current gear is held, and the shift up or down is possible only when the shift lever 29a is operated to UP or DOWN with the driver's positive intention. At this time, similarly to the above, if the skip switch 25 is OFF, the shift is performed one step at a time, and if the skip switch 25 is ON, the shift is skipped by one step. In this mode, the D range is an H (hold) range that holds the current gear stage.

  An emergency shift switch 27 is provided in the driver's seat so that when the GSU solenoid valve or the like breaks down, the gear can be shifted by manual switching of the switch 27.

  As shown in FIG. 2, in the transmission 3, the transmission input shaft (clutch output shaft) 15, the main shaft 33, and the transmission output shaft 4 are arranged coaxially, and the auxiliary shaft 32 is parallel to the lower side thereof. Be placed. The input shaft 15 is connected to the driven plate 2a of the clutch 2, and the input shaft 15 and the main shaft 33 are supported so as to be relatively rotatable.

  First, the configuration of the splitter 17 and the main gear 18 will be described. An input gear SH is rotatably attached to the input shaft 15. Gears M4, M3, M2, M1, and MR are also rotatably attached to the main shaft 33 in order from the front. The gears SH, M4, M3, M2, and M1 except for the MR are always meshed with counter gears CH, C4, C3, C2, and C1 fixed to the countershaft 32, respectively. Gear MR is always meshed with idle reverse gear IR, and idle reverse gear IR is always meshed with counter gear CR fixed to countershaft 32.

  The gears SH, M4,... Attached to the input shaft 15 and the main shaft 33 are integrally provided with a dog gear 36 so that the gear can be selected, and the input shaft 15 and the main shaft 33 are first adjacent to the dog gear 36. -The 4th hubs 37-40 are fixed. First to fourth sleeves 42 to 45 are fitted to the first to fourth hubs 37 to 40. Splines are formed in the outer peripheral portions of the dog gear 36 and the first to fourth hubs 37 to 40 and the inner peripheral portions of the first to fourth sleeves 42 to 45, and the first to fourth sleeves 42 to 45 are the first ones. The first to fourth hubs 37 to 40 are always engaged to rotate at the same time as the input shaft 15 or the main shaft 33 and slide back and forth to selectively engage / disengage the dog gear 36. That is, the hub 37 and the dog 36 in the splitter 17 and the dog 36 on the countershaft 32 side and the hubs 37 to 40 on the main shaft 33 side in the main gear 18 are engaged and disengaged by the sleeves 42 to 45, so that gear-in / gear-out is achieved. Done. The first sleeve 42 is moved by the splitter actuator 20, and the second to fourth sleeves 43-45 are moved by the main actuator 21.

  As described above, the splitter 17 and the main gear 18 have a constant meshing configuration that can be automatically shifted by the actuators 20 and 21. Further, the splitter 17 has a normal mechanical sync mechanism in its spline part, but each gear stage of the main gear 18 is a non-synchronous gear stage in which no sync mechanism exists in each spline part. For this reason, when performing a shift accompanied by a shift of the main gear 18, a sync control described later is performed to synchronize the dog gear rotation speed on the countershaft 32 side and the sleeve rotation speed on the main shaft 33 side. Yes. Here, in addition to the main gear 18, the splitter 17 is also provided with a neutral position so as to take a so-called rattling noise countermeasure (see Japanese Patent Application No. 11-319915).

  Next, the configuration of the range gear 19 will be described. The range gear 19 employs a planetary gear mechanism 34 and can be switched to either a high or low position. The planetary gear mechanism 34 includes a sun gear 65 fixed to the rearmost end of the main shaft 33, a plurality of planetary gears 66 meshed with the outer periphery thereof, and a ring gear 67 having internal teeth engaged with the outer periphery of the planetary gear 66. . Each planetary gear 66 is rotatably supported by a common carrier 68, and the carrier 68 is connected to the transmission output shaft 4. The ring gear 67 has a tube portion 69 integrally, and the tube portion 69 is fitted on the outer periphery of the output shaft 4 so as to be relatively rotatable, and constitutes a double shaft together with the output shaft 4.

  The fifth hub 41 is provided integrally with the pipe portion 69. An output shaft dog gear 70 is integrally provided on the output shaft 4 adjacent to the rear of the fifth hub 41. A fixed dog gear 71 is provided on the transmission case side adjacent to the front of the fifth hub 41. A fifth sleeve 46 is fitted to the outer periphery of the fifth hub 41. The fifth hub 41, the output shaft dog gear 70, the fixed dog gear 71 and the fifth sleeve 46 are also splined in the same manner as described above, and the fifth sleeve 46 is always engaged with the fifth hub 41 and slides back and forth. Thus, the output shaft dog gear 70 or the fixed dog gear 71 is selectively engaged / disengaged. The movement of the fifth sleeve 46 is performed by the range actuator 22. A mechanical sync mechanism exists in the spline portion of the range gear 19.

  When the fifth sleeve 46 moves forward, it engages with the fixed dog gear 71, and the fifth hub 41 and the fixed dog gear 71 are connected. As a result, the ring gear 67 is fixed to the transmission case side, and the output shaft 4 is rotationally driven at a relatively large reduction ratio (here, 4.5) larger than 1. This is the low position.

  On the other hand, when the fifth sleeve 46 moves rearward, it engages with the output shaft dog gear 70, and the fifth hub 41 and the output shaft dog gear 70 are connected. As a result, the ring gear 67 and the carrier 68 are fixed to each other, and the output shaft 4 is directly driven with a reduction ratio of 1. This is the high position. In such a range gear 19, the reduction ratio between high and low is relatively different.

  After all, in this transmission 3, on the forward side, it is possible to shift to two stages of high and low by the splitter 17, four stages of the main gear 18, and two stages of high and low by the range gear 19, so that a total of 2 × 4 × 2 = The speed can be changed to 16 stages. On the reverse side, the speed can be changed to two stages by switching between high and low only by the splitter 17.

  Next, each actuator 20, 21, 22 will be described. These actuators are composed of a pneumatic cylinder that is operated by the air pressure of the air tank 5 and a solenoid valve that switches supply and discharge of air pressure to and from the pneumatic cylinder. These solenoid valves are selectively switched by TMCU 9 to selectively operate the pneumatic cylinder.

  The splitter actuator 20 includes a pneumatic cylinder 47 having a double piston and three electromagnetic valves MVH, MVF, and MVG. When the splitter 17 is set to neutral, MVH / ON, MVF / OFF, and MVG / ON are set. When the splitter 17 is set to high, MVH / OFF, MVF / OFF, and MVG / ON are set. When the splitter 17 is set to low, MVH / OFF, MVF / ON, and MVG / OFF are set.

  The main actuator 21 includes a pneumatic cylinder 48 having a double piston and responsible for the operation on the select side, and a pneumatic cylinder 49 having a single piston and responsible for the operation on the shift side. The pneumatic cylinder 48 is provided with three solenoid valves MVC, MVD and MVE, and the pneumatic cylinder 49 is provided with two solenoid valves MVB and MVA.

  The select-side pneumatic cylinder 48 moves downward in the figure when MVC / OFF, MVD / ON, and MVE / OFF, and can select 3rd, 4th, or N3 of the main gear, and MVC / ON, MVD / OFF, MVE / When ON, it becomes neutral, and the 1st, 2nd or N2 of the main gear can be selected, and when it is MVC / ON, MVD / OFF, or MVE / OFF, it moves upward in the figure, and the main gear Rev or N1 can be selected.

  The shift side pneumatic cylinder 49 is neutral when MVA / ON, MVB / ON, and can select N1, N2 or N3 of the main gear, and moves to the left side of the figure when MVA / ON, MVB / OFF. 2nd, 4th or Rev can be selected, and when MVA / OFF or MVB / ON, it moves to the right side of the figure, and 1st or 3rd of the main gear can be selected.

  The range actuator 22 includes a pneumatic cylinder 50 having a single piston and two electromagnetic valves MVI and MVJ. The pneumatic cylinder 50 moves to the right side of the diagram when MVI / ON and MVJ / OFF, and moves the range gear to the high side when MVI / OFF and MVJ / ON, and sets the range gear to low.

  Incidentally, the countershaft 32 is provided with a countershaft brake means 27 in order to decelerate and brake the countershaft 32 during the synchro control described later. The countershaft brake means 27 is a wet multi-plate brake and is operated by the air pressure of the air tank 5. An electromagnetic valve MV BRK is provided to switch between supply and discharge of the air pressure. When the solenoid valve MV BRK is ON, the air pressure is supplied to the countershaft brake means 27, and the countershaft brake means 27 is activated. When the solenoid valve MV BRK is OFF, the air pressure is discharged from the countershaft brake means 27, and the countershaft brake means 27 is deactivated.

  The shift control device controls the transmission 3, the engine 1 and the clutch 2 at the time of shifting. In this embodiment, the ECU 6, the TMCU 9, the oil temperature sensor 51, the clutch actuator 10, the gear shift unit GSU, and the like. Composed. The contents of control by this shift control device will be described below.

  As shown in FIG. 4 and FIG. 5 respectively, the TMCU 9 stores a shift-up map and a shift-down map that predetermine the range of each gear stage of the transmission 3 based on the driving state of the vehicle. In the automatic transmission mode, the transmission 3 is basically automatically changed according to these shift maps.

  For example, in the shift-up map of FIG. 4, the shift-up line from the gear stage n (n is an integer from 1 to 15) to n + 1 is a function of the accelerator opening (%) and the transmission output shaft rotational speed (rpm). It has been decided. On the map, only one point is determined from the actual accelerator opening (%) detected by the accelerator opening sensor 8 and the actual output shaft rotation speed (rpm) detected by the output shaft rotation sensor 28. During the acceleration of the vehicle, the rotation speed of the output shaft 4 interlocking with the wheels gradually increases. Therefore, in the normal automatic transmission mode, every time the current point exceeds each shift-up line, the gear is shifted up by one step. At this time, in the skip mode, the upshift lines are alternately skipped one by one, and the upshift is performed by two stages.

  Similarly, in the shift-down map of FIG. 5, the shift-down line from the gear stage n + 1 (n is an integer from 1 to 15) to n indicates that the accelerator opening (%) and the transmission output shaft rotational speed (rpm) It is determined by the function. On the map, only one point is determined from the actual accelerator opening (%) and the transmission output shaft rotation speed (rpm). Since the rotational speed of the output shaft 4 gradually decreases during deceleration of the vehicle, in the normal automatic transmission mode, the gear is shifted down by one step each time the current point exceeds each shift down line. In the skip mode, the downshift lines are alternately skipped one by one and shifted down by two stages.

  Next, the contents of the sync control in the case where a shift with gear-in to each gear stage of the main gear 18 that is a non-synchronized gear stage is executed will be described.

As shown in FIGS. 6 and 7, the TMCU 9 includes the number of teeth Z _SH , Z _{1 to} Z ₄ , Z _R , Z _CH , Z _{C1 to} Z _C4 , Z _{CR in} the splitter 17 and the main gear 18, The high / low reduction ratio in the range gear 19 is stored in advance. Therefore, the TMCU 9 determines the dog gear at the gear stage (target main gear stage) of the main gear 18 as the next shift destination based on the number of gear teeth of the main gear 18 and the countershaft rotation speed (rpm) detected by the countershaft rotation sensor 26. Calculate the number of revolutions (rpm). Further, the TMCU 9 rotates the sleeve in the main gear 18 based on the reduction ratio of the gear stage (target range gear stage) of the range gear 19 that is the next speed change destination and the output shaft rotation speed (rpm) detected by the output shaft rotation sensor 28. Calculate the number (rpm). Here, since the sleeve is fitted to the hub of the main shaft, naturally, the number of rotations of the sleeve is equal to the number of rotations of the hub.

  In the left column of the table of FIG. 7, the words “1st”, “2nd”... “Rev” written at the left end indicate the target main gear stage. In addition, the words “1st”, “2nd”,... In parentheses indicate the target gear stage of the entire transmission that each target main gear stage is responsible for. For example, “1st” (gear M1) of the main gear 18 is assigned to “1st”, “2nd”, “9th”, and “10th”. The words in the parentheses are divided into the first two and the latter two by the low and high of the range gear 19. For example, when the main gear is “1st”, “1st” and “2nd” are range gear low, and “9th” and “10th” are range gear high. Then, in the first two or the latter two, the front and rear are separated by the low and high of the splitter 17. For example, if the main gear is “1st” and the range gear is low, the transmission is “1st” when the splitter is low, and the transmission is “2nd” when the splitter is high. When the main gear is “1st” and the range gear is high, the transmission is “9th” at splitter low, and the transmission is “10th” at splitter high. The same applies to “2nd”, “3rd”, and “4th” of the target main gear stage.

  In the target main gear stage “Rev”, separation by the range gear 19 is not performed, and separation is performed only by the splitter 17. When the splitter is high, reverse is “high”, and when the splitter is low, reverse is “low”.

The right column of the table in FIG. 7 shows a formula for calculating the dog gear rotation speed (rpm) on the sub shaft 32 side. For example, when the target main gear stage is “1st”, a dog gear fixed to the gear M1 is obtained by multiplying the value detected by the countershaft rotation sensor 26 (the countershaft rotation speed (rpm)) by the gear ratio Z _C1 / Z _1. The rotation is 36, that is, the dog gear rotation speed (rpm). In the target main gear stage “Rev”, the value obtained by multiplying the countershaft rotation speed (rpm) by the reduction ratio C _Rev is the dog gear rotation speed (rpm).

On the other hand, the lower part of FIG. 7 shows a calculation formula for the rotation of the sleeves 43, 44, 45 on the main shaft 33 side, that is, the sleeve rotation speed (rpm). When the next shift destination target range gear is High, the reduction ratio is 1, so the value detected by the output shaft rotation sensor 28 (output shaft rotation speed (rpm)) becomes the sleeve rotation speed (rpm) as it is. When the target range gear stage is Low, the reduction ratio is C _RG = 4.5, so the value obtained by multiplying the output shaft speed (rpm) by the reduction ratio C _RG is the sleeve speed (rpm).

  In the synchro control, control is performed such that the dog gear rotation speed (rotational speed) on the countershaft 32 side and the sleeve rotation speed (rotation speed) on the main shaft 33 side are brought within a gear-in range. Specifically, a rotation difference Δ = (dog gear rotation speed−sleeve rotation speed) is calculated, and control is performed to put this value in a gear-in range.

  Furthermore, the synchronization control of the present embodiment includes a normal oil temperature synchronization control and a low oil temperature synchronization control, and these controls are switched based on the temperature detected by the oil temperature sensor 51. More specifically, when the detected temperature of the oil temperature sensor 51 exceeds the predetermined temperature T1, the normal oil temperature synchronization control is performed, and when the detected temperature is equal to or lower than the predetermined temperature T1, the low oil temperature synchronization is performed. Control is performed. For example, when the transmission 3 is not sufficiently warm, such as immediately after starting the vehicle in a cold region, the low oil temperature synchronization control is performed, and when the vehicle has traveled for a while and the transmission 3 has sufficiently warmed, the normal oil Switch to warm-time sync control. The predetermined temperature T1 is appropriately set depending on the viscosity of the oil, the installation location of the oil temperature sensor 51, and the like. For example, the predetermined temperature T1 is 30 ° C.

  Hereinafter, a program for executing such control switching will be described with reference to the flowchart of FIG.

  First, in step 141, it is determined whether synchronization control is currently being performed. If it is determined that the sync control is not being performed, the shift is terminated because the shift is not accompanied by a shift of the non-synchronized gear stage (main gear 18).

  If it is determined in step 141 that the synchronization control is being performed, the process proceeds to step 142 to determine whether or not the current detected temperature of the oil temperature sensor 51 exceeds a predetermined temperature T1.

  If it is determined in step 142 that the detected temperature of the oil temperature sensor 51 exceeds the predetermined temperature T1, the process proceeds to step 143. In step 143, normal oil temperature synchronization control described later is performed.

  On the other hand, if it is determined in step 142 that the oil temperature of the transmission 3 is equal to or lower than the predetermined temperature T1, the process proceeds to step 144. In step 144, low oil temperature synchronization control described later is performed.

  After performing the normal oil temperature synchronization control in step 143 or after performing the low oil temperature synchronization control in step 144, the routine proceeds to step 145 and ends.

  The normal oil temperature synchronization control and the low oil temperature synchronization control will be described below.

  First, the normal oil temperature synchronization control will be described.

  For example, when dog gear rotation speed> sleeve rotation speed at the gear stage of the shift destination, such as when shifting up, the clutch 2 is disengaged and the gear is disengaged, while the dog gear on the side shaft 32 side The countershaft rotation speed (target countershaft rotation speed) required to synchronize with the sleeve on the main shaft 33 side is calculated, and the countershaft brake means 27 is operated to decelerate and brake the subshaft 32 to the target countershaft rotation speed. Synchronize the dog gear and sleeve.

  On the other hand, when the gear speed of the shift destination is smaller than the number of rotations of the sleeve, such as during downshifting, double clutch control is performed to increase the dog gear rotation and synchronize.

  Double clutch control is as follows. As shown in FIG. 8, when there is a shift instruction signal at time t1, the clutch is first disengaged and the gear is released. The gear release starts at a position immediately after the clutch starts to be disengaged, in other words, at a position P1 immediately after entering the half-clutch region. The engine control is shifted to control based on the pseudo accelerator opening that is away from the actual accelerator opening from the time when the clutch position becomes P1. At this time, the ECU 6 calculates a target engine speed E corresponding to the target countershaft speed x required to synchronize the dog gear on the countershaft 32 side and the sleeve on the main shaft 33 side in the gear stage of the speed change destination. The engine speed is increased to the target engine speed E and is kept constant.

  After the gear is released, the clutch is momentarily connected, whereby the rotation speed of the countershaft 32 increases to the vicinity of the target countershaft rotation speed x, and the rotation difference between the dog gear rotation speed and the sleeve rotation speed is within the range where gear-in is possible ( Synchronize). Immediately after this, the clutch is disengaged again and gear-in is executed. The gear-in is started from a position immediately before the clutch is completely disengaged, in other words, a position P2 immediately before exiting from the half-clutch region. Immediately after the gear-in is completed, the clutch is reconnected, and when the clutch is completely engaged, the double clutch control is terminated, and the engine and the countershaft rotation speed shift to rotation according to the actual accelerator opening.

  By the way, in this shift control device, two patterns of shift control are executed as disclosed in JP-A-2001-263472. The first is a shift A pattern that is executed when a shift without a range gear downshift is performed, and the second is performed when a shift that requires both a range gear shift down and double clutch control is performed. This is a shift B pattern. The shift requiring both the range gear downshift and the double clutch control is the case of 9th → 7th, 9th → 8th, 10th → 8th in the table of FIG. In this case, the reduction ratio between the high and low of the range gear is relatively large and it takes time to shift down, and the double clutch control also takes a relatively long time. become longer. Therefore, when the entire transmission is downshifted with the range gear downshifting, a shift control pattern that can shorten the overall shift time is performed.

  Hereinafter, two shift control patterns will be described.

  First, a program for determining a shift pattern will be described with reference to FIG.

  When there is a shift instruction, the TMCU 9 first determines in step 101 whether or not there is a range gear shift. When there is no range gear shift, the routine proceeds to step 104 where the shift A pattern is selected. The shift A pattern is a pattern that shifts according to the chart of FIG. 10, and is a normal shift pattern. When the range gear shift is present, the routine proceeds to step 102, where it is determined whether or not the shift is downshift (H → L). If the shift is up, the routine proceeds to step 104 to select the shift A pattern, and if the shift is down, the routine proceeds to step 103 to select the shift B pattern. The shift B pattern is a pattern for shifting according to the chart of FIG. 11, and is a shift pattern performed in a relatively special case.

  10 and 11, there is a time axis from the top to the bottom of the figure, and the items shown side by side indicate that they are performed simultaneously or at the same time. For example, in FIG. 10, step 201 and step 202 are performed simultaneously.

  Shift A pattern without range gear downshift. As shown in FIG. 10, first, when the main gear shift is present, the routine proceeds to step 201 where the main gear is removed. At this time, if there is also a shift of the splitter, the process proceeds to step 202 to perform gear removal (shift removal) of the splitter. The condition at this time is that the clutch position is on the disengagement side from P1. This is indicated as “clutch position> P1”. Of course, when only one of the main gear and the splitter shifts, one of both steps is omitted. There is no case of shifting only with the range gear. This is because, as shown in the table of FIG. 7, seven steps are skipped at once (ex. 2nd → 10th).

  Next, steps 203, 204 and 205 are performed simultaneously. In step 203, the main gear is selected in accordance with the gears M1, M2,. The condition is that the main gear is in neutral. In step 204, when there is a shift of the range gear, the gear removal and the gear-in are simultaneously performed. This is because, as shown in FIG. 2, due to the structure of the range actuator 22, removal and in are performed simultaneously. The condition at this time is that the clutch position is on the disengagement side from P2 (indicated as “clutch position> P2”), or that the main gear is neutral. In step 205, a gear-in (shift-in) of the splitter is performed. As in step 204, the condition is clutch position> P2 or main gear = N. As a result, the engine power can be transmitted to the countershaft 32 and the double clutch control can be performed. In the case of a shift using only the splitter, the shift is completed here.

In step 206, synchronization control is executed. The condition here is that the main gear is N and the splitter and the range gear have been shifted. When the dog gear rotation speed−the sleeve rotation speed> M ₁ (M ₁ is a positive set value), that is, when shifting up, the counter shaft 32 is decelerated to the target counter shaft rotation speed by the counter shaft brake means 27 and the dog gear is Reduce the rotational speed to near the rotational speed of the sleeve. On the other hand, when dog gear rotation speed−sleeve rotation speed <−M ₂ (M ₂ is a positive setting value), double clutch control is performed to raise the countershaft 32 to the target countershaft rotation speed and to set the dog gear rotation speed to the sleeve. Increase to near rotation speed.

  When synchronization of the main gear is thus completed, the routine proceeds to step 207 where the main gear is engaged. The condition here is that the main gear has been selected (step 203), the absolute value of the difference between the target countershaft rotation speed and the current countershaft rotation speed is equal to or less than the value α at which the gear can be engaged, and the clutch position> P2. It is that. Thus, the shift A pattern is completed.

  Next, the shift B pattern accompanied by the range gear downshift. As shown in FIG. 11, the shift of the main gear is essential here (see FIG. 7), so the routine proceeds to step 302 where the main gear is removed. The condition is clutch position> P1 as in step 201. At this time, when there is also a shift of the splitter, the gear of the splitter is released at step 301 prior to step 302, and the splitter is geared at step 303 simultaneously with step 302. The execution conditions of steps 301 and 303 are the same as those of steps 202 and 205.

  Next, steps 304, 305 and 306 are performed simultaneously. In step 304, the main gear is selected as in step 203. In step 305, as in step 204, the range gear is disengaged and gear-in, that is, downshifted. In step 306, the sync control is performed as in step 206.

  When these steps are completed, the main gear is engaged in step 307 as in step 207, and the shift B pattern is completed.

  As described above, in the shift B pattern, the range gear shift down and the double clutch control that require a relatively long time are simultaneously performed, so that the entire shift time can be shortened.

  Here, the synchro control is performed after the shift of the range gear in the shift A pattern for the following reason. That is, in the transmission A pattern, the range gear is shifted up, and at this time, the entire transmission is always shifted up, and the synchro control is the deceleration braking of the auxiliary shaft 32 by the auxiliary shaft brake means 27. Since the synchronization by the countershaft brake means 27 can be performed in a very short time, if the range gear shift up is performed at the same time or later at this time, the synchronization by the countershaft brake means 27 is ended first and until the end of the shift of the range gear. This is because the rotation speed of the secondary shaft falls and the synchronized rotation goes wrong, and the need for a double clutch arises.

  There is also a concept of shifting up the range gear after performing synchro control and gear-in of the main gear, but this is generally not possible. Since the range gear has a relatively large reduction gear ratio difference, the entire gear group from the sync input side to the transmission input shaft 15 must be suddenly accelerated from the sync output side of the range gear through the taper cone. This is because the range gear synchronization mechanism is overloaded and the range gear cannot be engaged or the transmission is broken.

  For the above reasons, in the shift A pattern, the range gear is first shifted, and then the main gear is synchronized and geared in.

  By the way, if the dog gear rotation speed on the countershaft 32 side is higher than the sleeve rotation speed on the main shaft 33 side in the gear stage of the speed change destination (dog gear rotation speed> sleeve rotation speed), the countershaft brake means 27 is operated to operate the subshaft 32. However, the rotation speed of the countershaft 32 may be lower than the target countershaft rotation speed because the braking force of the countershaft brake means 27 is too large. In that case, the speed change control device of the present embodiment connects the clutch to increase the rotational speed of the countershaft 32 to achieve gear-in and prevent gear ringing during the gear-in.

  The speed change control method of this embodiment will be described with reference to FIG. The upper side of the figure shows the clutch connection / disconnection state, and the lower side shows the rotational speed of the clutch output shaft 15 (transmission input shaft) interlocked with the auxiliary shaft 32.

  First, when there is a shift instruction signal at time t1, the clutch is operated to the disengagement side. Then, when the clutch moves to the disengagement side to the position P1 (immediately after disengagement) entering the half-clutch region, gear disengagement of the transmission is started (time t2).

  On the other hand, the TMCU 9 calculates a target countershaft rotation speed required to synchronize the sleeve on the main shaft 33 side and the dog gear on the countershaft 32 side in the gear stage of the speed change destination, and a target clutch corresponding to the target countershaft rotation speed. The output shaft rotational speed X is calculated. Specifically, the target clutch output shaft rotational speed X is calculated by multiplying the target countershaft rotational speed by the gear ratio of the splitter gear 17. When the clutch moves to the disengagement side to the position P1, the countershaft brake means 27 is operated to decelerate and brake the countershaft 32 (CSB control). Accordingly, the rotational speed of the clutch output shaft 15 interlocked with the sub shaft 32 naturally decreases.

  Here, as shown at time t3, it is assumed that the clutch output shaft rotational speed has fallen below the target clutch output shaft rotational speed X due to excessive braking by the countershaft brake means 27 or the like. That is, this is a case where the countershaft rotation speed has fallen below the target countershaft rotation speed (the lower limit of the synchronization range in which gear-in is possible).

  In this case, the clutch is immediately actuated to the contact side and moved to the second predetermined position. The second predetermined position in the present embodiment is a position P1 where the clutch enters the half-clutch region. When the clutch starts to be connected, the driving force of the engine 1 is transmitted to the clutch output shaft 15 and the auxiliary shaft 32, and the rotational speed thereof increases. If the clutch output shaft rotational speed has increased to the target clutch output shaft rotational speed X or more (the countershaft rotational speed also increases to the target countershaft rotational speed or more), the clutch is again operated to the disengagement side.

  On the other hand, at this time, the TMCU 9 calculates a difference Z between the current engine speed Y and the target clutch output shaft speed X (Y−X = Z). When the difference Z is larger than a preset value (for example, 100 rpm), the clutch moves to the disengagement side to a predetermined disengagement position, and then the gear-in is prohibited until the set period T elapses. Here, the predetermined disengagement position of the clutch is the disengagement side boundary position P2 of the half-clutch region, and the set period T is 50 ms. Therefore, the gear-in is not executed before time t6 when 50 ms has elapsed from time t5 when the clutch has moved to the disengagement side to position P2.

  Therefore, when the clutch is engaged at time t3, the clutch output shaft rotational speed increases, and even if the actual clutch output shaft rotational speed and the target clutch output shaft rotational speed X coincide (synchronize) at time t4, from time t6. The gear-in is not executed because it is before.

  When the clutch moves to the disengagement side to the position P2, the driving force of the engine 1 is not transmitted to the clutch output shaft 15 (and the auxiliary shaft 32), and the rotational speed of the clutch output shaft 15 decreases.

  Then, since the prohibition of gear-in is released after the set period T elapses, the gear-in instruction signal is changed to TMCU9 at time t7 when the rotational speed of the descending clutch output shaft 15 coincides (synchronizes) with the target clutch output shaft rotational speed X. And the execution of gear-in is started (time t7).

  Note that, after time t5 when the clutch moves to the disengagement side to the position P2, the countershaft brake means 27 may be operated to decelerate and brake the countershaft 32 and the clutch output shaft 15.

  On the other hand, when the difference Z between the engine speed Y and the target clutch output shaft speed X is smaller than the set value, the gear-in is not prohibited. Accordingly, when the clutch output shaft rotational speed matches (synchronizes) with the target clutch output shaft rotational speed X at time t4, gear-in is executed.

  As described above, when the difference between the engine rotational speed Y and the target clutch output shaft rotational speed X is large, the clutch is engaged and the rotational speed of the auxiliary shaft 32 is increased, and then the clutch moves to the disengagement side from the predetermined position. Until this time, gear-in is prohibited. Accordingly, when the gear-in is subsequently performed, the clutch is disengaged, so that the driving force of the engine 1 is not transmitted to the dog gear of the gear to which the gear is shifted, and gear noise can be prevented.

  Further, the clutch output shaft 15 and the countershaft 32 at the time of gear-in are in a state where the rotational speed is reduced due to the rotational resistance due to oil viscosity or the like, so the resistance when the sleeve is put into the dog is small, and the gear squeals Less likely to cause.

  On the other hand, when the difference Z between the engine rotational speed Y and the target clutch output shaft rotational speed X is small, the acceleration of the clutch output shaft and the secondary shaft when the clutch is engaged at time t4 is relatively small, and there is a concern that gear noise will occur. The clutch output shaft speed and the target clutch output shaft speed X (the countershaft speed and the target countershaft speed) coincide (synchronize) even before the clutch moves to the disengagement side to the predetermined position. If so, execute gear-in. Thereby, the shift period is shortened.

  Hereinafter, a program for executing such control will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed by the TMCU 9 every predetermined time (ex. 32 msec).

  First, in step S1, it is determined whether synchronization control is currently being performed. The fact that the sync control is not being performed is not a shift accompanied by a shift of the non-synchronized gear stage (main gear 18), so the process proceeds to step S8 and the timer is cleared and the process ends.

  When it is determined in step S1 that the synchronization control is being performed, the process proceeds to step S2, and the target clutch output shaft rotational speed X is obtained by multiplying the current transmission output shaft rotational speed by the gear ratio of the speed gear to be shifted (target gear stage). Is calculated. That is, here, the target clutch output shaft rotational speed X is directly calculated by multiplying the transmission output shaft rotational speed by the gear ratio of the gear stage as a whole of the transmission 3 (the gear ratio including all of the splitter 17, the main gear 18 and the range gear 19). Like to do.

  In step S3, a difference Z between the current engine speed Y and the target clutch output shaft speed X calculated in step S2 is calculated (Z = Y−X).

  Next, the process proceeds to step S4, and it is determined whether or not the difference Z calculated in step S3 is larger than the set value 1. As described above, the set value 1 is 100 rpm here. If the difference Z is less than or equal to the set value 1, the process proceeds to step S8 to clear the timer and end. Accordingly, the gear-in is not prohibited, and the gear-in is performed at time t4 when the clutch output shaft rotational speed and the target clutch output shaft rotational speed X coincide (synchronize) after engaging the clutch in FIG.

  On the other hand, if it is determined in step S4 that the difference Z is greater than the set value 1, the process proceeds to step S5 to determine whether or not the current clutch is positioned on the disengagement side with respect to the set value 2 (position P2 in FIG. 12). judge. When it is determined that the clutch position is closer to the set value 2, the process proceeds to step S6 to clear the timer, and then proceeds to step S7 to prohibit gear-in. Therefore, even if the clutch output shaft rotational speed coincides with (synchronizes with) the target clutch output shaft rotational speed X at this time, gear-in is not performed.

  On the other hand, when it is determined in step S5 that the clutch has moved to the disengagement side from the set value 2, the process proceeds to step S9 and time measurement by a timer is started (timer increment).

  Next, it progresses to step S10 and it is determined whether the measured value of a timer is larger than the setting value 3. FIG. As described above, the set value 3 is 50 ms here. When it is determined that the measured value of the timer is equal to or less than the set value 3, the process proceeds to step S7, and the process ends while maintaining the prohibition of gear-in.

  When it is determined in step S10 that the measured value of the timer is larger than the set value 3, the process proceeds to step S11, where the prohibition of gear-in is canceled and the process ends. This is time t6 in FIG. Thereafter, when the clutch output shaft rotational speed decreases and matches (synchronizes) with the target clutch output shaft rotational speed X, gear-in is executed.

  Note that the setting value 1, the setting value 2, and the setting value 3 can be set to other values. Further, the set value 3 does not necessarily need to be set. If the clutch moves to the disengagement side to the set value 2, the prohibition of gear-in may be canceled.

  The shift control apparatus as described above is improved in the present invention to solve the problems described in the section “Problems to be Solved by the Invention”.

  That is, when the oil temperature of the transmission 3 is low in a cold region or the like, the clutch is operated on the disengagement side and the gear is disengaged, that is, when the descending speed of the rotation speed of the countershaft 32 is extremely high, The purpose is to switch from synchro control to synchro control at low oil temperature to prevent the phenomenon of gear not engaging and gear ringing.

  The feature of the low oil temperature synchronization control is that the clutch is moved to a predetermined position regardless of the number of rotations on the side of the sub shaft 32 and the number of rotations on the side of the main shaft 33, and the sub shaft 32 side and the main shaft 33 side are synchronized. The engine is controlled so as to (match), and then the clutch is not operated to the disengagement side until the gear-in is completed.

  First, based on FIG. 15, synchronization at low oil temperature when the dog gear rotational speed (sub shaft 32 side)> sleeve rotational speed (main shaft 33 side) is satisfied in the gear stage at the speed change destination, such as when shifting up. Control will be described.

  On the upper side of FIG. 15, the clutch connection / disconnection state (the position of the pressure plate 2 b) is shown. On the lower side of FIG. 15, the clutch output shaft rotational speed is indicated by a solid line, and the engine rotational speed Y is indicated by a dotted line. Note that P1 in FIG. 15 (and FIG. 16) is a position immediately after the clutch starts to be disengaged, and similarly, P2 is a position immediately before the clutch is completely disengaged.

  First, when there is a shift instruction signal at time t1, the clutch is operated to the disengagement side. When the clutch moves to the disengagement side to the position P1 that enters the half-clutch region, the transmission 3 is disengaged (time t2). Further, similarly to the normal oil temperature synchronization control, the engine control is shifted to the control based on the pseudo accelerator opening from the time when the clutch position becomes P1.

  On the other hand, the TMCU 9 calculates a target countershaft rotation speed required to synchronize the sleeve on the main shaft 33 side and the dog gear on the countershaft 32 side in the gear stage of the speed change destination, and a target clutch corresponding to the target countershaft rotation speed. The output shaft rotational speed X is calculated.

  At time t2, the engine speed Y is higher than the target clutch output shaft speed X. Therefore, the engine speed is decreased by controlling the engine so that the engine speed Y matches (synchronizes) with the target clutch output shaft speed X.

  Further, the clutch output shaft rotational speed is also higher than the target clutch output shaft rotational speed X. Therefore, the countershaft 32 is decelerated to reduce the clutch output shaft rotational speed.

  When the countershaft 32 is decelerated and braked, the countershaft brake means 27 is operated in the normal oil temperature sync control, but this is not necessary in the low oil temperature sync control. This is because the oil viscosity of the transmission 3 is high, so that when the clutch is operated to the disengagement side and the gear is released, a strong braking effect equivalent to the countershaft brake means 27 acts on the countershaft 32, and the brake This is because the rotational speed of the sub shaft decreases at a sufficiently high speed due to the effect. Due to the lowering of the countershaft rotation speed, the rotation speed of the clutch output shaft 15 interlocked with the subshaft 32 naturally also decreases.

  Further, at time t2, a preliminary operation to be performed before gear-in is started. As a preliminary operation, the shift of the splitter gear 17, the shift of the range gear 19, and the movement of the main gear 18 in the select direction are performed. Those preliminary operations are completed at time t3.

  Here, in many cases, the clutch output shaft rotational speed is lower than the target clutch output shaft rotational speed X when the preliminary operation is completed (time t3). On the other hand, the engine speed Y is often still higher than the target clutch output shaft speed X at time t3.

  As soon as the preliminary operation is completed at time t3, the clutch is operated to the contact side. The clutch is moved to the first predetermined position. The first predetermined position in the present embodiment is located closer to the second predetermined position P1. Specifically, the first predetermined position is a complete contact position P0 which is a limit position on the contact side of the clutch. In the present embodiment, clutch complete engagement control is performed in which the clutch is moved to the complete contact position P0 and the counter shaft side and the main shaft side are synchronized.

  In this way, the clutch is moved to the complete contact position P0 because the clutch is moved to the half-clutch region on the disengagement side with respect to P1, the clutch input shaft (not shown) due to the brake effect at low oil temperature. This is because a slip occurs between the clutch output shaft 15 and the clutch output shaft 15 takes time to synchronize. In the complete contact position P0, the clutch does not slip even when the oil temperature is low.

  When the clutch starts to be connected, the driving force of the engine is transmitted to the clutch output shaft 15 and the countershaft 32, and their rotational speed increases. When the clutch moves to the complete contact position P0, the clutch output shaft speed is synchronized with the engine speed Y.

  Thus, in the case of the low oil temperature synchronization control, even if the clutch output shaft rotational speed exceeds the target clutch output shaft rotational speed X, the clutch is not operated to the disengagement side.

  As described above, the engine speed Y is controlled to decrease to the target clutch output shaft speed X. Therefore, the clutch engagement state is maintained and the clutch output shaft rotational speed is lowered together with the engine rotational speed Y.

  At time t4, the clutch output shaft rotational speed (engine rotational speed Y) matches the target clutch output shaft rotational speed X (that is, the rotational speed on the auxiliary shaft 32 side is synchronized with the rotational speed on the main shaft 33 side). Therefore, gear-in is performed with the clutch engaged. When TMCU 9 transmits a gear-in instruction signal at time t4, gear-in is completed at time t5 after a time lag. Thus, in the present embodiment, the clutch is held at the fully connected position P0 from the time when it is detected that the countershaft side is synchronized with the main shaft side (time t4) until the completion of gear-in is detected (time t5).

  Next, based on FIG. 16, the low oil temperature synchronization control when the dog gear rotation speed is less than the sleeve rotation speed in the gear stage of the shift destination, such as during downshifting, will be described.

  On the upper side of FIG. 16, the clutch connection / disconnection state (the position of the pressure plate 2 b) is shown. In the lower part of FIG. 16, the clutch output shaft speed is indicated by a solid line, and the engine speed Y is indicated by a dotted line.

  First, when there is a shift instruction signal at time t1, the clutch is operated to the disengagement side. When the clutch moves to the disengagement side to the position P1 that enters the half-clutch region, the gear release is instructed (time t2). Further, similarly to the normal oil temperature synchronization control, the engine control is shifted to the control based on the pseudo accelerator opening from the time when the clutch position becomes P1.

  On the other hand, the TMCU 9 calculates the target clutch output shaft rotational speed X. Further, the actual engine speed Y is increased to the target clutch output shaft speed X and kept constant.

  A preliminary operation to be performed before gear-in is performed between time t2 and t3. At time t3, the clutch is operated to the contact side and moved to the first predetermined position (completely connected position P0 in this embodiment).

  When the clutch starts to be connected, the driving force of the engine is transmitted to the clutch output shaft 15 and the countershaft 32, and their rotational speed increases. At time t3, the engine speed Y is already synchronized with the target clutch output shaft speed X. Therefore, when the clutch moves to the complete contact position P0, the clutch output shaft rotational speed is synchronized with the target clutch output shaft rotational speed X (time t4). Thus, when the rotational speed on the countershaft 32 side and the rotational speed on the main shaft 33 side are synchronized before the clutch reaches the first predetermined position, the engine is set so as to maintain the synchronized state. Control.

  At time t4, gear-in is performed with the clutch engaged. When TMCU 9 transmits a gear-in instruction signal at time t4, gear-in is completed at time t5 after a time lag.

  As described above, in the low oil temperature synchronization control, the clutch engagement state is maintained until the gear-in is completed. In the clutch engaged state, the rotational resistance of oil acting on the clutch output shaft and the sub shaft is canceled out by the driving force of the engine, and the clutch output shaft rotational speed is synchronized with the engine rotational speed. Therefore, by holding the engine speed Y at the target clutch output shaft speed, it is possible to maintain the countershaft speed so that the rotational difference between the dog gear speed and the sleeve speed falls within a gear-in range. .

  Thus, by performing gear-in with the clutch engaged, there is a problem that the clutch output shaft rotational speed decreases excessively in a short time from when the gear-in instruction signal is transmitted until the gear-in is completed. It is eliminated and gear-in can be performed reliably.

  Further, since the engine speed Y and the clutch output shaft speed are synchronized at the time of gear-in, there is no fear that gear noise will occur even if gear-in is executed while the clutch is engaged.

  In addition, the vehicle can be prevented from stalling during gear-in by reliably performing gear-in.

  In addition, the low-temperature sync control may extend the shift time compared to the countershaft brake control. However, if the vehicle travels to a certain extent, the oil temperature of the transmission exceeds the set temperature T1, and the normal oil temperature sync control is automatically performed. Control that shifts and shortens the shift time can be performed. In other words, optimal shift control can always be performed based on the oil temperature of the transmission.

  The present invention is not limited to the speed change control device described so far.

  For example, the first predetermined position of the present embodiment is the complete contact position P0, but is not limited to this. The first predetermined position can be arbitrarily set as long as it is within a range (P2 to P0 in FIG. 15) in which engine torque is transmitted to the clutch output shaft. For example, a position where the clutch output shaft rotational speed and the engine rotational speed Y are substantially synchronized can be considered. The first predetermined position is appropriately set in consideration of the set temperature T1, the time lag during gear-in, the engine driving force, the clutch transmission torque, and the like.

  Further, the temperature detecting means is not limited to the oil temperature sensor 51. For example, the oil temperature of the transmission may be indirectly estimated from the engine water temperature in consideration of the correlation between the oil temperature of the transmission and the water temperature of the engine.

  Further, the normal oil temperature synchronization control is not limited to that described above, and may be, for example, that disclosed by the present applicant in Japanese Patent Laid-Open No. 2003-175750.

  Further, the above flow chart is shown as an example, and does not limit the present invention.

  Further, the present invention is naturally applicable to other speed change control devices as long as they can control the speed change of a transmission having a non-synchronous gear stage. Furthermore, it is conceivable to apply the present invention to a shift control device that controls the shift of a transmission that does not have a non-synchronous gear.

It is a lineblock diagram showing the automatic transmission of vehicles concerning one embodiment of the present invention. It is a block diagram which shows an automatic transmission. It is a block diagram which shows an automatic clutch apparatus. It is a shift-up map. It is a downshift map. The number of teeth of each gear in the transmission is shown. The calculation formula of dog gear rotation and sleeve rotation is shown. It is a time chart which shows the content of double clutch control. It is a flowchart which shows a shift pattern discrimination program. It is a flowchart which shows the content of the transmission A pattern. It is a flowchart which shows the content of the transmission B pattern. It is a time chart which shows the contents of control when a countershaft rotation speed falls below a target countershaft rotation speed. It is a flowchart for performing control of FIG. It is a flowchart for performing switching between normal oil temperature synchronization control and low oil temperature synchronization control. It is a time chart which shows the control content of low oil temperature time synchronization control. It is a time chart which shows the control content of low oil temperature time synchronization control. It is a time chart which shows the conventional control content.

Explanation of symbols

2 Clutch 3 Transmission 6 Engine control unit 9 Transmission control unit 10 Clutch actuator 18 Main gear (non-synchronous gear stage)
27 Secondary shaft brake means 32 Secondary shaft 33 Main shaft 51 Oil temperature sensor (temperature detection means)

Claims (9)

A shift control device that controls a shift of a transmission including a main shaft that is linked to a wheel side and a countershaft that is linked to an engine and a clutch side,
Temperature detecting means for detecting the oil temperature of the transmission,
When shifting to any one of the gear stages, the temperature detected by the temperature detecting means is equal to or lower than a predetermined temperature, and the rotational speed on the countershaft side in the gear stage of the shift destination is the target sub-speed required for performing gear-in. When not synchronized with the shaft rotation speed,
By moving the clutch to the contact side to the first predetermined position and transmitting the engine torque to the countershaft side, the engine speed and the countershaft side speed are synchronized , and the engine speed A gear shift control device that performs gear-in to the gear stage of the gear shift destination with the clutch engaged when the rotation speed on the countershaft side synchronized with the target is synchronized with the rotation speed of the target countershaft. When shifting to one of the gear stages, when the temperature detected by the temperature detecting means is equal to or lower than a predetermined temperature, and the rotational speed on the countershaft side in the gear stage to be shifted is higher than the target countershaft rotational speed. In addition, after the clutch is disengaged to release the gear, when the rotation speed on the countershaft side is lower than the target countershaft rotation speed,
The clutch is moved to the contact side to the first predetermined position to increase the rotation speed on the countershaft side by controlling the engine, and the rotation speed on the countershaft side is synchronized with the target countershaft rotation speed. The shift control apparatus according to claim 1, wherein the gear-in is performed when the gear is engaged.   The transmission is provided with a non-synchronous gear stage that does not have a mechanical synchronization mechanism for synchronizing the counter-shaft side rotational speed and the target counter-shaft rotational speed at the gear stage of the speed change destination during a shift. Item 3. The shift control device according to Item 1 or 2. When shifting to the non-synchronous gear stage, when the detected temperature exceeds a predetermined temperature and the rotational speed on the countershaft side in the gear stage to be shifted is higher than the target countershaft rotational speed, After releasing the gear by disengaging the clutch, when the gear-in is performed by decelerating and braking the countershaft to the target countershaft rotation speed by the countershaft brake means provided on the countershaft,
When the rotational speed of the secondary shaft falls below the target secondary shaft rotational speed due to the deceleration braking, the clutch is moved to the contact side to the second predetermined position, and the rotational speed of the secondary shaft is changed to the target secondary shaft. After raising the rotational speed to above the rotational speed, the clutch is operated again to the disengagement side, and the gear-in is prohibited until the clutch moves to the disengagement side to a preset position. 4. The shift control device according to claim 3, wherein the gear-in is performed when the gear descends and synchronizes with the target countershaft rotation speed.   The shift control apparatus according to claim 4, wherein the first predetermined position is located closer to the second predetermined position than the second predetermined position.   6. The transmission control apparatus according to claim 4, wherein when the detected temperature exceeds the predetermined temperature, the gear-in is prohibited until a predetermined period elapses after the clutch moves to the disengaged side to the set position.   7. If the detected temperature exceeds the predetermined temperature, the countershaft is decelerated and braked by the countershaft brake means after the clutch has moved to the disengaged side to the set position. Shift control device. Means for calculating an output shaft rotational speed of the clutch corresponding to the target countershaft rotational speed, and comparing a difference between the calculated clutch output shaft rotational speed and an actual engine rotational speed;
When the detected temperature exceeds the predetermined temperature and the difference is smaller than a predetermined value, the prohibition of the gear-in is not executed, the clutch is moved to the second predetermined position, and the clutch is engaged. The speed change control device according to any one of claims 4 to 7, wherein the gear-in is performed when the rotational speed increases and synchronizes with the target countershaft rotational speed. A shift control method for controlling a shift of a transmission including a main shaft that is linked to a wheel side and a countershaft that is linked to an engine and a clutch side,
Providing a temperature detecting means for detecting the oil temperature of the transmission;
When shifting to any one of the gear stages, the temperature detected by the temperature detecting means is equal to or lower than a predetermined temperature, and the rotational speed on the countershaft side in the gear stage of the shift destination is the target sub-speed required for performing gear-in. When not synchronized with the shaft rotation speed,
By moving the clutch to the contact side to the first predetermined position and transmitting the engine torque to the countershaft side, the engine speed and the countershaft side speed are synchronized , and the engine speed A shift control method, wherein when the rotational speed on the countershaft side synchronized with the target synchronizes with the target countershaft rotational speed , gear-in is performed to the gear stage of the shift destination with the clutch engaged.

Images