JP4862468B2 - Shift actuator - Google Patents

Description

  The present invention belongs to the technical field of a hydraulic pressure type shift actuator that uses a working fluid as a working medium and operates a shift operation member connected to an actuator piston in a shift direction during shifting.

Conventionally, as a shift actuator for operating a shift fork in the shift direction, an actuator piston that is disposed so as to be able to stroke in an actuator sliding hole of an actuator body and to which a shift fork is connected, and formed at positions of both end faces of the actuator piston A fluid pressure chamber and a common working fluid circuit connected to the fluid pressure chamber and connected to the fluid pressure chamber are known (see, for example, Patent Document 1).
JP 2005-326016 A

However, since the conventional shift actuator is configured to supply the pressurized fluid to one of the fluid pressure chambers during the shift, the actuator piston is set to the first shift state. Even if the actuator can be stopped at both end positions in the second shift state, the following problems are encountered in realizing the intermediate stop function for stopping the actuator piston in the neutral state, which is the intermediate position between the first shift state and the second shift state. Exists.
・ Complex feedback control with a position sensor is required.
・ The shift operation to the neutral state is unstable.
When shifting from the shift state to neutral, there is a risk of overshooting (jumping over the neutral position) and entering the opposite gear.
-Shifting to the neutral state is slow.
In order to avoid overshoot, the shift operation inevitably slows down when trying to control with high accuracy.

  The present invention has been made paying attention to the above-mentioned problems, and realizes an intermediate stop function while eliminating the feedback control by the position sensor during the shift operation to the neutral state, and also shifts to the stable and fast neutral state. It is an object of the present invention to provide a shift actuator that can achieve operation.

In order to achieve the above object, according to the present invention, an actuator piston which is disposed so as to be able to stroke in an actuator sliding hole of an actuator body and to which a shift operation member is connected, and a fluid pressure formed at both end face positions of the actuator piston. A room,
In a fluid pressure type shift actuator that operates a shift operation member connected to an actuator piston in a shift direction by supplying pressurized fluid to one of the fluid pressure chambers during the shift,
Formed in each of the fluid pressure chambers, a piston sliding hole having a piston small diameter sliding hole, a piston large diameter sliding hole, and a piston stopper surface;
A piston small diameter portion arranged to be able to stroke in the piston small diameter sliding hole, a piston large diameter portion arranged to be able to stroke in the piston large diameter sliding hole, and between the piston small diameter portion and the piston large diameter portion. A formed step surface, and a piston,
It is constituted by a step surface of the piston and a piston stopper of the piston sliding hole, and the length of both piston stopper surfaces is the length of the actuator piston and the length of the two piston small diameter portions by both pistons. Stroke regulation structure set equal to the total length,
An inner fluid pressure chamber formed on the end side of the piston small diameter portion of the fluid pressure chamber;
An outer fluid pressure chamber formed on an end side of the piston large diameter portion of the fluid pressure chamber;
A first fluid pressure path capable of supplying pressurized fluid to the inner fluid pressure chamber and the outer fluid pressure chamber of one of the pistons;
A second fluid pressure path capable of supplying pressurized fluid to the inner fluid pressure chamber and the outer fluid pressure chamber of the other of the pistons;
At the time of a shift operation that strokes the actuator piston to the end, a pressurized fluid is supplied to only one of the first fluid pressure path or the second fluid pressure path, and at the time of a shift operation that sets the actuator piston to a neutral position, Shift operation control means for supplying pressurized fluid to both the first fluid pressure path and the second fluid pressure path is provided.

Therefore, in the shift actuator of the present invention, when pressurized fluid that causes a stroke toward the actuator piston is supplied to both pistons arranged in both fluid pressure chambers, the stroke amount of both pistons is determined by the stroke defining structure. And the actuator piston stops at the neutral position at the stroke limit state of each piston.
That is, an intermediate stop function for stopping the actuator piston at the neutral position is realized by mechanical position control only by supplying a pressurized fluid that causes a stroke toward the actuator piston to both pistons.
Since the intermediate stop function is realized not by feedback control but by mechanical position control, when shifting from the shift state to neutral, the shift operation to the neutral state is stabilized without overshooting.
Further, unlike the feedback control, it is not necessary to consider overshooting, so that the shift operation to the neutral state becomes faster.
As a result, during the shift operation to the neutral state, an intermediate stop function can be realized while eliminating the need for feedback control by the position sensor, and a stable and fast shift operation to the neutral state can be achieved.

  Hereinafter, the best mode for carrying out the shift actuator of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is a skeleton diagram showing a twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied.

[Configuration of transmission input section and shaft]
Hereinafter, the configuration of the transmission input unit and the shaft in the twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied will be described.
As shown in FIG. 1, the twin-clutch automatic manual transmission includes a first clutch CA that is engaged at the time of selection of an odd-numbered gear group among a plurality of gear speeds, and an even-numbered one of a plurality of gear speeds. And a second clutch CB that is engaged when a gear group is selected. A transmission case 1, a drive input shaft 2, a torsional damper 3, an oil pump 4, a first transmission input shaft 5, and a second transmission input shaft 6 are provided.

The first clutch CA is for odd gears (first speed, third speed, fifth speed, reverse), and the second clutch CB is an even gear speed (second speed, fourth speed, sixth speed). ).
The drive sides of both clutches CA and CB are connected via a torsional damper 3 to a drive input shaft 2 for inputting a rotational drive force from a power source such as an engine.

The driven side of the first clutch CA inputs a rotational driving force from a power source such as an engine to the first transmission input shaft 5 at the time of engagement by selecting an odd gear.
The driven side of the second clutch CB inputs a rotational driving force from a power source such as an engine to the second transmission input shaft 6 at the time of engagement by selection of the even gear.

  The oil pump 4 is always operated by the engine E. The oil discharged from the oil pump 4 is used as a hydraulic pressure source, and the engagement / release control of both clutches CA and CB and the shift speed selection control by the shift actuator are executed. Then, the excess oil is used as a lubricating oil to lubricate necessary parts.

  The second transmission input shaft 6 is a hollow shaft, the first transmission input shaft 5 is a solid shaft, and is connected to the first transmission input shaft 5 via a front needle bearing 7 and a rear needle bearing 8. The second transmission input shaft 6 is rotatably supported in a concentric state.

  The second transmission input shaft 6 is rotatably supported by a ball bearing 9 with respect to the front wall 1 a of the transmission case 1. The first transmission input shaft 5 protrudes from the rear end of the second transmission input shaft 6, and the rear end portion 5 a of the protruding first transmission input shaft 5 passes through the intermediate wall 1 b of the transmission case 1. At the same time, it is rotatably supported by the ball bearing 10 with respect to the intermediate wall 1b.

  The rear end portion 5 a of the first transmission input shaft 5 is provided with a transmission output shaft 11 on the same axis. The transmission output shaft 11 is connected to the rear end wall of the transmission case 1 by a tapered roller bearing 12 and an axial bearing 13. The first transmission input shaft 5 is rotatably supported on the rear end portion 5a of the first transmission input shaft 5 via the needle bearing 14.

  A counter shaft 15 is provided in parallel with the first transmission input shaft 5, the second transmission input shaft 6, and the transmission output shaft 11, and this is connected to the transmission case 1 via roller bearings 16, 17, 18. The front end wall 1a, the intermediate wall 1b, and the rear end wall 1c are rotatably supported.

[Configuration of transmission mechanism]
Next, the structure of the speed change mechanism in the twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied will be described.
As shown in FIG. 1, the twin-clutch automatic manual transmission has a synchronous meshing mechanism as a speed change mechanism, and is a constantly meshing type that achieves six forward speeds and one reverse speed with a plurality of gear pairs having different gear ratios. It has a gear train.

  A park gear 69 and a counter gear 19 are integrally provided at the rear end of the counter shaft 15, an output gear 20 is provided on the transmission output shaft 11, and the counter gear 19 and the output gear 20 are engaged with each other to counter the counter shaft. 15 is drive-coupled to the transmission output shaft 11. The counter gear 19 and the output gear 20 constitute a fifth speed gear set G5.

  Between the rear end portion 5a of the first transmission input shaft 5 and the countershaft 15, there is a gear group of an odd gear group (first speed, third speed, reverse), that is, in order from the front side. A first speed gear set G1, a reverse gear set GR, and a third speed gear set G3 are arranged.

  The first speed gear set G1 meshes a first speed input gear 21 provided at the rear end portion 5a of the first transmission input shaft 5 and a first speed output gear 22 provided on the counter shaft 15 with each other. Configure together.

  The reverse gear set GR includes a reverse input gear 23 provided at the rear end 5a of the first transmission input shaft 5, a reverse output gear 24 provided on the countershaft 15, and a reverse idler meshing with both gears 23,24. And a gear 25. The reverse idler gear 25 is rotatably supported with respect to a reverse idler shaft 25a protruding from the intermediate wall 1b of the transmission case 1.

  The third speed gear set G3 meshes a third speed input gear 26 provided at the rear end 5a of the first transmission input shaft 5 and a third speed output gear 27 provided on the countershaft 15. Configure together.

  A 1-R synchronous mesh mechanism 28 is provided on the countershaft 15 between the first speed gear set G1 and the reverse gear set GR. The first speed output gear 22 is driven to the countershaft 15 by causing the coupling sleeve 28a of the 1-R synchronous meshing mechanism 28 to stroke leftward from the illustrated neutral position and to be splined to the clutch gear 28b. The first speed can be selected by combining. Further, the coupling sleeve 28a of the 1-R synchronous meshing mechanism 28 is stroked to the right from the neutral position shown in the drawing, and the clutch gear 28c is spline-fitted to drive the reverse output gear 24 to the countershaft 15. The reverse speed can be selected.

  On the rear end portion 5a of the first transmission input shaft 5 between the third speed gear set G3 and the output gear 20, a 3-5 synchronous meshing mechanism 29 is provided. Then, the third-speed input gear 26 is input to the first transmission by causing the coupling sleeve 29a of the 3-5 synchronous mesh mechanism 29 to stroke leftward from the neutral position shown in the figure and to be spline-fitted to the clutch gear 29b. Drive-coupled to the shaft 5 allows the third speed to be selected. Further, the coupling sleeve 29a of the 3-5 synchronous meshing mechanism 29 is stroked to the right from the neutral position shown in the figure, and is splined to the clutch gear 29c, whereby the first transmission input shaft 5 and the output gear 20 are Is directly connected and the fifth speed can be selected.

  Between the second transmission input shaft 6 and the countershaft 15, a gear set of an even-numbered speed group (second speed, fourth speed, sixth speed), that is, a sixth speed gear in order from the front side. A set G6, a second speed gear set G2, and a fourth speed gear set G4 are arranged.

  The sixth speed gear set G6 is configured by meshing a sixth speed input gear 30 provided on the second transmission input shaft 6 and a sixth speed output gear 31 provided on the countershaft 15.

  The second speed gear set G2 is configured by meshing a second speed input gear 32 provided on the second transmission input shaft 6 and a second speed output gear 33 provided on the countershaft 15.

  The fourth speed gear set G4 is configured by meshing a fourth speed input gear 34 provided on the second transmission input shaft 6 and a fourth speed output gear 35 provided on the countershaft 15.

  A 6-N synchronous meshing mechanism 37 is provided on the counter shaft 15 on the side of the sixth speed gear set G6. Then, the sixth speed output gear 31 is driven to the countershaft 15 by causing the coupling sleeve 37a of the 6-N synchronous meshing mechanism 37 to stroke leftward from the illustrated neutral position and to be splined to the clutch gear 37b. Combined, the 6th speed can be selected.

  A 2-4 synchronous meshing mechanism 38 is provided on the countershaft 15 between the second speed gear set G2 and the fourth speed gear set G4. Then, the second-speed output gear 33 is driven to the countershaft 15 by causing the coupling sleeve 38a of the 2-4 synchronous meshing mechanism 38 to stroke leftward from the neutral position shown in the figure and to be splined to the clutch gear 38b. Combined, the second speed can be selected. Further, the 4th-speed output gear 35 is driven to the countershaft 15 by causing the coupling sleeve 38a of the 2-4 synchronous meshing mechanism 38 to stroke rightward from the neutral position shown in the figure and to be splined to the clutch gear 38c. Combined to enable selection of 4th speed.

[Configuration of transmission hydraulic control system and electronic control system]
FIG. 2 is a control system diagram showing a shift hydraulic pressure control system and an electronic control system in a twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied.
As shown in FIG. 2, the twin clutch type automatic manual transmission includes a 3-5 shift fork 41, a 1-R shift fork 42, a 6-N shift fork 43, 2 -4 shift fork 44, first control valve unit 45, second control valve unit 46, and automatic MT controller 47 are provided.

  The 3-5 shift fork 41 is engaged with the coupling sleeve 29 a of the 3-5 synchronous meshing mechanism 29 and is fixed to the first shift rod 48. The first shift rod 48 is supported so as to be movable in the axial direction with respect to the front end wall 1 a and the intermediate wall 1 b of the transmission case 1. Then, the 3-5 shift bracket 49 is fixed to the first shift rod 48, and the end portion of the 3-5 shift bracket 49 is loosely supported by the spool connecting shaft portion of the 3-5 shift actuator 50. That is, the 3-5 shift fork 41 strokes leftward (when the third speed is selected) or rightward (when the fifth speed is selected) from the illustrated neutral position according to the spool operation of the 3-5 shift actuator 50. .

  The 1-R shift fork 42 is engaged with the coupling sleeve 28a of the 1-R synchronous meshing mechanism 28, and is provided on the second shift rod 51 so as to be capable of stroke in the axial direction. The second shift rod 51 is provided in a fixed state in the axial direction with respect to the front end wall 1 a and the intermediate wall 1 b of the transmission case 1. The end portion of the bracket arm portion 42b that is integrally formed with the bracket cylindrical portion 42a of the 1-R shift fork 42 is idled and supported by the spool connecting shaft portion of the 1-R shift actuator 52. That is, the 1-R shift fork 42 strokes from the neutral position shown in the drawing to the left (when the first speed is selected) or right (when the reverse speed is selected) according to the spool operation of the 1-R shift actuator 52.

  The 6-N shift fork 43 is engaged with the coupling sleeve 37 a of the 6-N synchronous meshing mechanism 37, and is provided on the second shift rod 51 fixed in the axial direction with respect to the transmission case 1 so as to be capable of stroke in the axial direction. Then, the end portion of the bracket arm portion 43 b formed integrally with the bracket cylindrical portion 43 a of the 6-N shift fork 43 is idled and supported by the spool connecting shaft portion of the 6-N shift actuator 53. That is, the 6-N shift fork 43 strokes from the neutral position shown in the drawing to the left (when the sixth speed is selected) according to the spool operation of the 6-N shift actuator 53.

  The 2-4 shift fork 44 is engaged with the coupling sleeve 38 a of the 2-4 synchronous meshing mechanism 38, and is provided on the second shift rod 51 fixed in the axial direction with respect to the transmission case 1 so as to be capable of stroke in the axial direction. The end portion of the bracket arm portion 44b formed integrally with the bracket cylindrical portion 44a of the 2-4 shift fork 44 is loosely supported by the spool connecting shaft portion of the 2-4 shift actuator 54. That is, the 2-4 shift fork 44 strokes from the neutral position shown in the figure to the left (when the second speed is selected) or right (when the fourth speed is selected) according to the spool operation of the 2-4 shift actuator 54. .

As shown in FIG. 2, the first control valve unit 45 includes a line pressure solenoid valve 70 that regulates the line pressure PL based on the oil discharged from the oil pump 4, and the shift actuator 50. , 51, 52, 53, the first clutch pressure solenoid valve 71 for generating the clutch control pressure for the first clutch CA based on the even speed step pressure Pe from the actuator hydraulic control valve 59 for generating the actuator operating pressure, and the odd speed shift And a second clutch pressure solenoid valve 72 for generating a clutch control pressure for the second clutch CB based on the step pressure Po.
The oil pump 4 and the line pressure solenoid valve 70 are connected by a pump pressure oil passage 73.
The line pressure solenoid valve 70 and the actuator hydraulic control valve 59 are connected by a line pressure oil passage 74.
The first clutch pressure solenoid valve 71 and the actuator hydraulic pressure control valve 59 are connected by an even-speed gear pressure oil passage 75.
The second clutch pressure solenoid valve 72 and the actuator hydraulic pressure control valve 59 are connected by an odd gear speed pressure oil passage 76.
The first clutch pressure solenoid valve 71 and the clutch oil chamber of the first clutch CA are connected by a first clutch pressure oil passage 77. The first clutch pressure oil passage 77 is provided with a first clutch pressure sensor (not shown).
The second clutch pressure solenoid valve 72 and the clutch oil chamber of the second clutch CB are connected by a second clutch pressure oil passage 78. The second clutch pressure oil passage 78 is provided with a second clutch pressure sensor (not shown).

  As shown in FIG. 2, the second control valve unit 46 includes a second valve body 82, a 3-5 shift actuator 50, a 1-R shift actuator 52, a 6-N shift actuator 53, and 2-4. Shift actuator 54, 3-5 shift position sensor 55, 1-R shift position sensor 56, 6-N shift position sensor 57, 2-4 shift position sensor 58, actuator hydraulic control valve 59 (for shift control) Control valve).

  The actuator hydraulic control valve 59 generates an even speed step pressure Pe and an odd speed step pressure Po based on the line pressure PL adjusted by the first control valve unit 45, and further according to the selected speed step. Actuator operating pressure is supplied to each shift pressure oil passage to each shift actuator 50, 52, 53, 54.

  The automatic MT controller 47 inputs information from a vehicle speed sensor 60, an accelerator opening sensor 61, a range position sensor 62, and other sensors / switches 63, and performs clutch engagement control for each valve solenoid of the first control valve unit 45. A command (including a line pressure control command) is output, and a gear selection control command is output to each valve solenoid of the actuator hydraulic control valve 59.

[Control valve unit layout]
Next, the arrangement configuration of the first control valve unit 45 and the second control valve unit 46 will be described.
First, in the first embodiment, as shown in FIGS. 1 and 2, in the twin clutch type automatic manual transmission, the transmission case 1 is provided with a hydraulic control valve for generating a control hydraulic pressure to the transmission element that is hydraulically operated at the time of shifting. Among the hydraulic control valves, the clutch control control valves 70, 71, 72 for controlling both clutches CA, CB provided in the transmission input section are selected, and the selected clutch control control valves 70, 71, 72 are selected. The clutches CA and CB are disposed close to each other.

  As shown in FIG. 1, the clutch control valves 70, 71, 72 are side portions of both clutches CA, CB provided in the transmission input portion, and are the same as the clutches CA, CB. It is placed at a position higher than the height.

  The valve body of the hydraulic control valve includes a first valve body 81 that houses the clutch control control valves 70, 71, 72, and a second valve body 82 that houses an actuator hydraulic control valve 59 that controls the gear ratio of the transmission mechanism. The clutch control valve 70, 71, 72 and the first valve body 81 constitute a first control valve unit 45, and the actuator hydraulic control valve 59 and the second valve body 82 constitute a second control valve. A unit 46 is configured, and the first control valve unit 45 and the second control valve unit 46 are arranged at different positions of the transmission case 1.

  As shown in FIG. 1, the specific valve unit arrangement is such that the transmission case 1 includes an oil pump 4 provided at a transmission input portion, a clutch case portion 1d for accommodating both clutches CA and CB, and a gear train. A first transmission mechanism case portion 1e and a second transmission mechanism case portion 1f are divided, the first control valve unit 45 is disposed at a side position of the clutch case portion 1d, and the second control valve unit 46 is disposed. The transmission mechanism case portions 1e and 1f are disposed at the bottom position.

[Configuration of shift actuator]
Next, the configuration of the shift actuator according to the first embodiment will be described with reference to FIGS. 3 and 4.
FIG. 3 is a schematic diagram showing a configuration of a 2-4 shift operation system including the 2-4 shift actuator 54 of the first embodiment, and FIG. 4 is provided in a working fluid circuit of the 2-4 shift actuator 54 of the first embodiment. It is a figure which shows a shift solenoid and a solenoid action | operation table | surface.
Here, the 2-4 shift actuator 54 will be described as an example, but the other 3-5 shift actuator 50, 1-R shift actuator 52, and 6-N shift actuator 53 have the same configuration.

  As shown in FIG. 3, the 2-4 shift actuator 54 of the first embodiment is disposed in the actuator sliding holes 54b, 54b of the actuator bodies 54a, 54a so as to be capable of stroke, and the 2-4 shift fork 44 (shift operation member ) And fluid pressure chambers formed at both end face positions of the actuator piston 54c, and at the time of shifting, pressurized fluid is supplied to one of the fluid pressure chambers. By supplying, it is a fluid pressure type shift actuator that operates the 2-4 shift fork 44 connected to the actuator piston 54c in the shift direction.

  Piston sliding holes 54d and 54d are formed in the fluid pressure chambers, respectively, and pistons 54e and 54e are disposed in the piston sliding holes 54d and 54d so as to be able to stroke, respectively. When supplying pressurized fluid that causes the pistons 54e and 54e to move toward the actuator piston 54c between the sliding holes 54d and 54d, the stroke amounts of the pistons 54e and 54e are set to the respective pistons 54e and 54e. A stroke defining structure is provided which defines the stroke amount for stopping the actuator piston 54c at the neutral position in the stroke limit state of 54e.

  The pistons 54e and 54e are stepped pistons having a piston small diameter part, a piston large diameter part and a stepped surface, and the piston sliding holes 54d and 54d are piston small diameter sliding holes 54d1 and 54d1 and a piston large diameter sliding hole. A stepped piston sliding hole having 54d2, 54d2 and piston stopper surfaces 54d3, 54d3 is formed, inner fluid pressure chambers 54f, 54f are formed on the end surface side of the small piston diameter portion, and outer fluid is formed on the end surface side of the large piston diameter portion. Pressure chambers 54g and 54g are formed.

  The stroke defining structure is constituted by the stepped surfaces of the stepped pistons 54e, 54e and the piston stopper surfaces 54d3, 54d3 of the stepped piston sliding holes 54d, 54d, and the length L between the piston stopper surfaces is an actuator. It is set equal to the total length (La + Lp + Lp) of the length La of the piston 54c and the two piston small diameter lengths Lp, Lp by both pistons 54e, 54e.

Of the pistons 54e, 54e, a first fluid pressure passage 54h capable of supplying pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of one piston 54e (hereinafter referred to as "piston A"); A second fluid pressure passage 54i capable of supplying pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the other piston 54e (hereinafter referred to as "piston B"), and the actuator piston 54c. When the shift operation is performed to stroke the end of the first fluid pressure path 54h or the second fluid pressure path 54i, the pressurized fluid is supplied to only one of the first fluid pressure path 54h and the actuator piston 54c to the neutral position. Shift operation control means for supplying pressurized fluid to both the pressure path 54h and the second fluid pressure path 54i is provided.
As the shift operation control means, as shown in FIG. 4 (a), a first solenoid valve 54j is provided in the middle of the first fluid pressure path 54h (oil path A), and the second fluid pressure path 54i (oil pressure) A second solenoid valve 54k is provided in the middle of the path B).
Then, as shown in FIG. 4B, when the second speed for drivingly coupling the second speed output gear 33 to the countershaft 15 is selected, the first solenoid valve 54j is turned on, the second solenoid valve 54k is turned off, When the fourth speed for drivingly coupling the fourth speed output gear 35 to the countershaft 15 is selected, the first solenoid valve 54j is turned OFF, the second solenoid valve 54k is turned ON, and the first solenoid valve is used for shifting to the neutral state. Shift operation control is performed to turn ON both 54j and the second solenoid valve 54k.

  The actuator piston 54c is held in a 2-speed shift state during a 2-speed shift operation in which the actuator piston 54c is stroked to one end, and is held in a 4-speed shift state in a 4-speed shift operation in which the actuator piston 54c is stroked to the other end. A detent mechanism 90 is provided at the lower end position of the 2-4 shift fork 44 to hold it in a neutral state during a shift operation in which 54c is stopped at the neutral position.

  When the shift operation control means is held in the second speed shift state, the fourth speed shift state, or the neutral state by the detent mechanism 90 after the shift operation, the first fluid pressure path 54h and the second fluid pressure path Control to remove the pressurized fluid supplied to at least one of 54i is performed.

Next, the operation will be described.
A manual transmission (manual transmission) has the advantage of simple structure and high efficiency, but all the drivers must perform a shifting operation. Therefore, an automatic manual transmission is referred to as an automatic transmission having a mechanism for automating the shift operation while retaining the advantages of the manual transmission.
The problem with this automatic manual transmission is that the clutch is temporarily disengaged at the time of shifting, so that a sense of incongruity remains due to the torque being interrupted at the time of automatic shifting. In order to solve this problem, it is necessary to eliminate the break in torque. An ordinary manual transmission has one set of clutches. A twin clutch type automatic manual transmission is obtained by adding another set of clutches and switching the two sets of clutches to eliminate torque interruption.
In this twin-clutch automatic manual transmission, at the time of shifting to an adjacent shift stage, first, the actuator hydraulic control valve 59 precedes the clutch change control, and the next shift stage is selected from among the clutch shift stage groups that have been released. And the shift hydraulic pressure to the shift actuator that operates the shift fork in the direction to obtain the selected gear stage is created, and then the first clutch CA and the second clutch CB are used in the clutch control control valves 70, 71, 72. The shift control hydraulic pressure is created, and the gear shift without torque interruption is performed. Hereinafter, the shift operation in the twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied will be described.

[Shifting action]
When selecting the neutral position (N range) or the parking position (P range), both the clutches CA and CB are opened, and the shift actuators 50, 52, 53, and 54 are all set to the neutral positions shown in FIG. Keep it. That is, the coupling sleeves 28a, 29a, 37a, 38a of the synchronous mesh mechanisms 28, 29, 37, 38 are all maintained in the neutral position so that the twin clutch automatic manual transmission does not transmit power.

When the D range, R range or manual mode (= manual shift mode by driver operation) for which power transmission is desired is selected, the shift is basically performed according to the following procedure.
At the first speed, the 1-R shift actuator 52 is controlled to move leftward in FIG. 3 to move the coupling sleeve 28a of the synchronous meshing mechanism 28 leftward in FIG. 15 and then the first clutch CA is engaged.
Thus, the drive input from the first clutch CA is axially transmitted by the transmission output shaft 11 via the first transmission input shaft 5 → the first speed gear set G1 → the counter shaft 15 → the output gear sets 19 and 20. Is output and power transmission at the first speed is performed.

When the upshift from the first speed to the second speed is performed, the 2-4 shift actuator 54 is controlled to move leftward in FIG. 3 so that the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved leftward in FIG. The gear 33 is drivably coupled to the countershaft 15, and then the first clutch CA is released and the second clutch CB is engaged (clutch change) to upshift from the first speed to the second speed. I do.
Thus, the drive input from the second clutch CB is axially transmitted by the transmission output shaft 11 via the second transmission input shaft 6 → second speed gear set G2 → counter shaft 15 → output gear sets 19 and 20. The second power transmission is performed.

When the upshift from the second speed to the third speed is performed, the 3-5 shift actuator 50 is controlled to operate in the left direction in FIG. 3 so that the coupling sleeve 29a of the synchronous mesh mechanism 29 is moved in the left direction in FIG. To the first transmission input shaft 5, and then the second clutch CB is released and the first clutch CA is engaged (clutch switching) to change from the first speed to the second speed. Upshift to.
As a result, the drive input from the first clutch CA is axially transmitted by the transmission output shaft 11 via the first transmission input shaft 5 → the third speed gear set G3 → the counter shaft 15 → the output gear sets 19 and 20. The third power transmission is performed.

When the upshift from the third speed to the fourth speed is performed, the 2-4 shift actuator 54 is controlled to move rightward in FIG. 3 so that the coupling sleeve 38a of the synchronous meshing mechanism 38 is moved rightward in FIG. The gear 35 is driven to the countershaft 15 and then the first clutch CA is disengaged and the second clutch CB is engaged (clutch switching) to upshift from the third speed to the fourth speed. I do.
Thus, the drive input from the second clutch CB is axially transmitted by the transmission output shaft 11 via the second transmission input shaft 6 → the fourth speed gear set G4 → the counter shaft 15 → the output gear sets 19 and 20. The fourth power transmission is performed.

When the upshift from the fourth speed to the fifth speed is performed, the 3-5 shift actuator 50 is controlled to move in the right direction in FIG. 3 so that the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved in the right direction in FIG. The first transmission input shaft 5 is directly connected to the transmission output shaft 11, and then the second clutch CB is released and the first clutch CA is engaged (clutch switching) to change from the fourth speed to the fourth speed. Upshift to 5th speed.
As a result, the drive input from the first clutch CA is axially transmitted by the transmission output shaft 11 via the first transmission input shaft 5 → the third speed gear set G3 → the counter shaft 15 → the output gear sets 19 and 20. Is output and power transmission at the fifth speed (speed ratio 1) is performed.

At the time of upshifting from the fifth speed to the sixth speed, by controlling the 6-N shift actuator 53 to move leftward in FIG. 3, the coupling sleeve 37a of the synchronous meshing mechanism 37 is moved leftward in FIG. The gear 31 is drivably coupled to the countershaft 15 and then the first clutch CA is released and the second clutch CB is engaged (clutch switching) to shift up from the fifth speed to the sixth speed. I do.
Thus, the drive input from the second clutch CB is axially transmitted by the transmission output shaft 11 via the second transmission input shaft 6 → the sixth speed gear set G6 → the counter shaft 15 → the output gear sets 19 and 20. Is output and power transmission at the sixth speed is performed. In addition, when the downshift is sequentially performed from the sixth speed to the first speed, the control opposite to the upshift is performed.

When the R range is selected, the 1-R shift actuator 52 is controlled to move rightward in FIG. 3 to move the coupling sleeve 28a of the synchronous meshing mechanism 28 rightward in FIG. 15 and then the first clutch CA is engaged.
As a result, the drive input from the first clutch CA is output in the axial direction by the transmission output shaft 11 via the first transmission input shaft 5 → the reverse gear set GR → the counter shaft 15 → the output gear sets 19 and 20. Then, reverse speed power transmission is performed.

[Shift operation by conventional shift actuator]
Conventionally, as a shift actuator for operating a shift fork in the shift direction, as shown in FIG. 5, an actuator piston which is disposed so as to be able to stroke in an actuator sliding hole of an actuator body and to which the shift fork is connected, and the actuator piston A hydraulic chamber A and a hydraulic chamber B formed at both end face positions, and an oil passage A and an oil passage B connected to the hydraulic chamber A and the hydraulic chamber B, respectively, are known.
In this conventional shift actuator, as shown in FIG. 6, the solenoid valve A is turned on during the shift operation for turning on the gear 1, the solenoid valve B is turned off, and the solenoid valve A is turned off during the shift operation for turning on the gear 2. When the solenoid valve B is turned ON and the shift operation to the neutral state is performed, an ON / OFF control command is output to the solenoid valves A and B by feedback control using a position signal from the position sensor.

On the other hand, as shown in Fig. 7, there are three shift operations: (1) Gear 1 shift, (2) Gear 2 shift, and (3) Neutral. Requires functionality.
The control method for setting each state is as follows.
(1) Shift the gear 1 and supply oil to the oil passage A to raise the hydraulic pressure in the hydraulic chamber A.
The actuator piston transmits the thrust generated by the hydraulic pressure in the hydraulic chamber A to the shift fork and the synchro coupling.
・ After completing the shift operation, open oil passage A and release hydraulic pressure in hydraulic chamber A. The shift state is held by the detent mechanism.
(2) Gear 2 shift / Supply oil to oil passage B and raise hydraulic pressure in hydraulic chamber B.
The actuator piston transmits the thrust generated by the hydraulic pressure in the hydraulic chamber B to the shift fork and the synchro coupling.
・ After completing the shift operation, open oil passage B and release hydraulic pressure in hydraulic chamber B. The shift state is held by the detent mechanism.
(3) Supply oil to the neutral / oil path A (or B) and raise the hydraulic pressure in the hydraulic chamber A (or B).
The actuator piston transmits the thrust generated by the hydraulic pressure in the hydraulic chamber A (or B) to the shift fork and the sync coupling. At this time, the hydraulic pressure in the hydraulic chamber A (or B) is controlled by feedback of a position detection signal from the position sensor.
・ After stopping at the neutral position, open oil passage A (or B) and release hydraulic pressure in hydraulic chamber A (or B). The neutral state is maintained by the detent mechanism.

However, there are the following problems in realizing the intermediate stop function.
・ Complex feedback control with a position sensor is required.
・ The shift operation to the neutral state is unstable.
When shifting from the shift state to neutral, there is a risk of overshooting (jumping over the neutral position) and entering the opposite gear.
-Shifting to the neutral state is slow.
In order to avoid overshoot, the shift operation inevitably slows down when trying to control with high accuracy.

[Shift Operation by Shift Actuator of Example 1]
In contrast, the shift actuator of the first embodiment realizes an intermediate stop function while eliminating the feedback control by the position sensor during the shift operation to the neutral state, and achieves a stable and fast shift operation to the neutral state. To be able to.

  That is, paying attention to the fact that if the intermediate stop function can be realized by shift operation control that does not require complicated feedback control, the stability and responsiveness of the shift operation can be improved, the fluid pressure chambers on both sides of the actuator piston 54c can be improved. When the pistons A and B are arranged so as to be able to stroke and a pressurized fluid is generated that causes the pistons A and B to move toward the actuator piston 54c, the stroke amounts of both the pistons A and B are defined. The configuration is adopted in which the actuator piston 54c is stopped at the neutral position when the pistons A and B have their stroke limits.

Therefore, an intermediate stop function for stopping the actuator piston 54c at the neutral position is realized by mechanical position control only by supplying a pressurized fluid that causes a stroke toward the actuator piston 54c to both the pistons A and B. The
Since the intermediate stop function is realized not by feedback control but by mechanical position control, when shifting from the shift state to neutral, the shift operation to the neutral state is stabilized without overshooting.
Further, unlike the feedback control, it is not necessary to consider overshooting, so that the shift operation to the neutral state becomes faster.
As a result, during the shift operation to the neutral state, an intermediate stop function can be realized while eliminating the need for feedback control by the position sensor, and a stable and fast shift operation to the neutral state can be achieved.

[2-4 Shift operation by shift actuator]
As an example of the shift operation by the shift actuator, the shift operation from the neutral state to the second speed (FIG. 8) and the shift operation from the second speed to the neutral state (FIG. 9) by the 2-4 shift actuator 54 will be described.

  First, when the neutral state is selected, as shown in FIG. 8A, the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A, and the inner fluid pressure chamber 54f and the outer fluid pressure chamber of the piston B, respectively. The pressurized fluid is extracted from all the fluid pressure chambers of 54 g. The neutral state is held by the detent mechanism 90.

  When shifting from the neutral state to the second speed, pressurized fluid is supplied from the first fluid pressure path 54h to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A as shown in FIG. 8 (b). Thereby, the thrust of the area difference between the large diameter and the small diameter is generated by the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g, and the piston A is pressed against the stopper surface 54d3.

  As shown in FIG. 8C, the actuator piston 54c transmits the thrust generated by the fluid pressure in the inner fluid pressure chamber 54f to the 2-4 shift fork 44 and the coupling sleeve 38a of the 2-4 synchronous meshing mechanism 38. .

  After the shift operation to the second speed is completed, the first fluid pressure passage 54h is opened to the atmosphere, and the pressurized fluid in the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A is shown in FIG. 9 (a). Unplug. This second speed shift state is held by the detent mechanism 90.

When shifting from the second speed shift state to the neutral state, as shown in FIG. 9B, the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A, the inner fluid pressure chamber 54f and the outer fluid of the piston B, The pressurized fluid is supplied to all of the fluid pressure chambers 54g.
In the piston A, thrust of the area difference between the large diameter and the small diameter is generated by the supply of the pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g, and the piston A strokes leftward in FIG. 9 to the stopper surface 54d3. Pressed.
In the actuator piston 54c, fluid pressure acts on both ends from both inner fluid pressure chambers 54f, 54f, but no thrust is generated because the hydraulic pressure level and the pressure receiving area are equal.
In the piston B, the thrust of the area difference between the large diameter and the small diameter is generated by the supply of the pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g, and this thrust is transmitted to the actuator piston 54c.
The actuator piston 54c strokes in the right direction in FIG. 9 by the thrust received from the piston B, and transmits it to the 2-4 shift fork 44 and the coupling sleeve 38a of the 2-4 synchronous meshing mechanism 38.

  When the piston B strokes in the right direction in FIG. 9 and is pressed against the stopper surface 54d3, the actuator piston 54c is sandwiched between the pistons A and B on both sides as shown in FIG. 9C. The actuator piston 54c provided with the 2-4 shift fork 44 stops at the neutral position defined by the stopper surfaces 54d3 and 54d3.

  Then, after stopping in the neutral state, as shown in FIG. 8 (a), the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A, and the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston B, respectively. The pressurized fluid is removed from all the fluid pressure chambers, and the neutral state is maintained by the detent mechanism 90.

  When shifting from the neutral state to the fourth speed, instead of supplying pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A when shifting to the second speed, the inner side of the piston B This can be achieved by supplying pressurized fluid to the fluid pressure chamber 54f and the outer fluid pressure chamber 54g.

  As described above, in the 2-4 shift actuator 54 of the first embodiment, when shifting to the neutral state, the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of the piston A and the inner fluid pressure chamber 54f and the outer fluid of the piston B are shifted. The actuator piston 54c provided with the 2-4 shift fork 44 is stopped at the neutral position defined by the stopper surfaces 54d3 and 54d3 only by supplying pressurized fluid to all of the fluid pressure chambers 54g. Therefore, it is possible to expect an effect on cost reduction and shift time reduction.

Next, the effect will be described.
In the shift actuator of the first embodiment, the effects listed below can be obtained.

  (1) An actuator piston 54c that is disposed in the actuator sliding holes 54b and 54b of the actuator bodies 54a and 54a so as to be capable of stroke and is connected to a 2-4 shift fork 44, and is formed at both end face positions of the actuator piston 54c. A fluid pressure chamber, and at the time of shifting, the pressurized fluid is supplied to one of the fluid pressure chambers to shift the 2-4 shift fork 44 connected to the actuator piston 54c. In the fluid pressure type shift actuator operated in the direction, piston sliding holes 54d and 54d are formed in each of the fluid pressure chambers, and the pistons A and B are disposed in the piston sliding holes 54d and 54d so as to be capable of stroke. Between the pistons A and B and the piston sliding holes 54d and 54d. When supplying pressurized fluid that causes a stroke toward the actuator piston 54c with respect to the pistons A and B, the stroke amount of both pistons A and B is set to the neutral position in the stroke limit state of each piston A and B. A stroke regulation structure that regulates the amount of stroke to be stopped provides an intermediate stop function while eliminating the need for feedback control by the position sensor during shift operation to the neutral state, and stable and fast shift operation to the neutral state Can be achieved.

  (2) The pistons A and B are stepped pistons having a small piston diameter portion, a large piston diameter portion and a step surface, and the piston sliding holes 54d and 54d are connected to the small piston diameter sliding holes 54d1 and 54d1 and the large piston diameter. A stepped piston sliding hole having sliding holes 54d2, 54d2 and piston stopper surfaces 54d3, 54d3 is formed, inner fluid pressure chambers 54f, 54f are formed on the end surface side of the piston small diameter portion, and the end surface side of the piston large diameter portion is formed. The outer fluid pressure chambers 54g and 54g are formed on the outer surface, and the stroke defining structure is constituted by stepped surfaces of the stepped pistons A and B and piston stopper surfaces 54d3 and 54d3 of the stepped piston sliding holes 54d and 54d, The length L between the piston stopper surfaces is the total length (La + Lp) of the length La of the actuator piston 54c and the two piston small diameter lengths Lp, Lp by both pistons A and B. + Lp) is set to be equal to + Lp), there is no stroke in the direction in which the stepped piston A or B moves away from the actuator piston 54c during the shift operation to the two shift positions, and the stepped piston is surely provided during the shift operation to the neutral position. By defining the stroke amounts of A and B, it is possible to achieve both a shift operation to two shift positions with high shift response and a shift operation to a reliable neutral position.

  (3) Of the two pistons A and B, the first fluid pressure path 54h capable of supplying pressurized fluid to the inner fluid pressure chamber 54f and the outer fluid pressure chamber 54g of one piston A, and the inner side of the other piston B The fluid pressure chamber 54f and the second fluid pressure passage 54i capable of supplying pressurized fluid to the outer fluid pressure chamber 54g are provided, and during the shift operation in which the actuator piston 54c is stroked to the end, the first fluid pressure passage 54h or During the shift operation in which the pressurized fluid is supplied to only one of the second fluid pressure passages 54i and the actuator piston 54c is in the neutral position, the pressurized fluid is supplied to both the first fluid pressure passage 54h and the second fluid pressure passage 54i. Since the supply shift operation control means is provided, a neutral control with an intermediate stop function is realized by a simple control of ON / OFF combination of pressurized fluid via the two fluid pressure paths 54h and 54i. It is possible to perform the operation control of the three shift conditions including condition.

  (4) The actuator piston 54c is held in a 2-speed shift state during a 2-speed shift operation in which the actuator piston 54c is stroked to one end, and is held in a 4-speed shift state in a 4-speed shift operation in which the actuator piston 54c is stroked to the other end. A detent mechanism 90 for holding the actuator piston 54c in a neutral state during a shift operation for stopping the actuator piston 54c at a neutral position is provided, and the shift operation control means, after the shift operation, is shifted to a second speed state or a fourth speed by the detent mechanism 90. When the shift state or the neutral state is maintained, the pressurized fluid supplied to at least one of the first fluid pressure passage 54h and the second fluid pressure passage 54i is removed, so that the pressurized fluid is supplied only during the shift operation. Shift operation control that eliminates the need to maintain unnecessary supply of pressurized fluid, Fuel efficiency can be improved.

  (5) The transmission having the 2-4 shift fork 44 includes a first clutch CA that is engaged when an odd gear group is selected from among a plurality of gears, and an even gear group is selected from among the plurality of gears. A second clutch CB that is sometimes engaged, and a constantly meshing gear train that has a synchronous meshing mechanism and that achieves a plurality of shift speeds by a plurality of gear pairs having different gear ratios. At the time of a shift, the next shift stage is selected from the shift stage group of the released clutch prior to the switching control of the first clutch CA and the second clutch CB, and is generated by the actuator hydraulic control valve 59. Since it is a twin clutch type automatic manual transmission that operates the shift fork in the direction to obtain the shift stage selected by the shift hydraulic pressure, it can be changed automatically or manually. Shift operation in mode, it is possible to complete the shifting operation by a high speed response.

  The shift actuator of the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the gist of the invention according to each claim of the claims is described. Unless it deviates, design changes and additions are allowed.

In the first embodiment, an example in which a stepped piston is applied as a piston that realizes an intermediate stop function has been described. For example, a piston having a stopper structure between a piston sliding hole and a piston is used, and an inner fluid is used. A fluid pressure path for controlling the pressurized fluid may be connected to the chamber and the outer fluid chamber independently.
In short, the pistons are arranged in both fluid pressure chambers formed at both end face positions of the actuator piston so as to be able to stroke, and the strokes toward the actuator piston with respect to both pistons are made between both pistons and the piston sliding hole. It is included in the present invention as long as it has a stroke regulation structure that regulates the stroke amount of both pistons to the stroke amount that stops the actuator piston at the neutral position in the stroke limit state of each piston when supplying the pressurized fluid to be generated. It is.

  In the first embodiment, an example of a shift actuator applied to a twin-clutch automatic manual transmission is shown. However, the shift actuator may be applied to a shift actuator of another transmission. In short, the shift operation member connected to the actuator piston moves in the shift direction by supplying pressurized fluid to one of the fluid pressure chambers formed at both end face positions of the actuator piston during the shift. It can be applied to a fluid pressure type shift actuator.

It is a skeleton figure which shows the twin clutch type automatic manual transmission to which the shift actuator of Example 1 was applied. FIG. 2 is a control system diagram showing a shift hydraulic pressure control system and an electronic control system in a twin clutch type automatic manual transmission to which the shift actuator of the first embodiment is applied. FIG. 2 is a schematic diagram illustrating a configuration of a 2-4 shift operation system including a 2-4 shift actuator 54 according to the first embodiment. It is a figure which shows the shift solenoid provided in the working fluid circuit of the 2-4 shift actuator 54 of Example 1, and a solenoid action | operation table | surface. It is the schematic which shows the structure of the shift operation system provided with the conventional shift actuator. It is a figure which shows the solenoid operation | movement table | surface with respect to the shift solenoid provided in the working fluid circuit of the conventional shift actuator. It is action explanatory drawing which shows each shift operation state of the gear 1 shift, the gear 2 shift, and neutral by the conventional shift actuator. FIG. 6 is an operation explanatory diagram illustrating a shift operation from the neutral state to the second speed by the 2-4 shift actuator according to the first embodiment. FIG. 6 is an operation explanatory diagram illustrating a shift operation from the second speed to the neutral state by the 2-4 shift actuator 54 according to the first embodiment.

Explanation of symbols

CA 1st clutch
CB 2nd clutch
G1 1st gear set
G2 2nd gear set
G3 3rd speed gear set
G4 4th gear set
G5 5th gear set
G6 6th gear set
GR reverse gear set 1 transmission case 2 drive input shaft 4 oil pump 5 first transmission input shaft 6 second transmission input shaft 11 transmission output shaft 15 counter shaft 41, 42, 43, 44 shift fork (shift operation member)
45 First control valve unit 46 Second control valve unit 50, 52, 53, 54 Shift actuator 59 Actuator hydraulic control valve (control valve for shift control)
54a Actuator body 54b Actuator sliding hole 54c Actuator piston 54d Piston sliding hole 54d1 Piston small diameter sliding hole 54d2 Piston large diameter sliding hole 54d3 Piston stopper surface 54e Piston (A, B)
54f Inner fluid pressure chamber 54g Outer fluid pressure chamber L Length between both piston stopper faces
La Actuator piston length
Lp Piston A small diameter part length
Lp Piston B small diameter portion length 54h First fluid pressure passage 54i Second fluid pressure passage 54j First solenoid valve 54k Second solenoid valve 90 Detent mechanism

Claims (3)

An actuator piston which is arranged to be able to stroke in the actuator sliding hole of the actuator body and to which a shift operation member is connected;
Fluid pressure chambers formed at both end face positions of the actuator piston,
In a fluid pressure type shift actuator that operates a shift operation member connected to an actuator piston in a shift direction by supplying pressurized fluid to one of the fluid pressure chambers during the shift,
Formed in each of the fluid pressure chambers, a piston sliding hole having a piston small diameter sliding hole, a piston large diameter sliding hole, and a piston stopper surface;
A piston small diameter portion arranged to be able to stroke in the piston small diameter sliding hole, a piston large diameter portion arranged to be able to stroke in the piston large diameter sliding hole, and between the piston small diameter portion and the piston large diameter portion. A formed step surface, and a piston,
It is constituted by a step surface of the piston and a piston stopper of the piston sliding hole, and the length of both piston stopper surfaces is the length of the actuator piston and the length of the two piston small diameter portions by both pistons. Stroke regulation structure set equal to the total length,
An inner fluid pressure chamber formed on the end side of the piston small diameter portion of the fluid pressure chamber;
An outer fluid pressure chamber formed on an end side of the piston large diameter portion of the fluid pressure chamber;
A first fluid pressure path capable of supplying pressurized fluid to the inner fluid pressure chamber and the outer fluid pressure chamber of one of the pistons;
A second fluid pressure path capable of supplying pressurized fluid to the inner fluid pressure chamber and the outer fluid pressure chamber of the other of the pistons;
At the time of a shift operation that strokes the actuator piston to the end, a pressurized fluid is supplied to only one of the first fluid pressure path or the second fluid pressure path, and at the time of a shift operation that sets the actuator piston to a neutral position, Shift operation control means for supplying pressurized fluid to both the first fluid pressure path and the second fluid pressure path;
A shift actuator characterized by comprising: The shift actuator according to claim 1, wherein
The actuator piston is held in a first shift state during a first shift operation that strokes to one end, and is held in a second shift state during a second shift operation that strokes the actuator piston to the other end, and the actuator piston is neutral. A detent mechanism is provided to hold in a neutral state during a shift operation that stops at a position.
When the shift operation control means is held in the first shift state, the second shift state, or the neutral state by the detent mechanism after the shift operation, at least one of the first fluid pressure path and the second fluid pressure path A shift actuator, wherein a pressurized fluid supplied to one side is removed . The shift actuator according to claim 1 or 2,
The transmission having the shift operation member includes a first clutch that is engaged when an odd-numbered gear group is selected from among a plurality of gears, and a second clutch that is engaged when an even-numbered gear group is selected from among a plurality of gears. And a constantly meshing gear train that has a synchronous meshing mechanism and achieves a plurality of shift speeds by a plurality of gear pairs having different gear ratios,
At the time of shifting to an adjacent shift stage, the next shift stage is selected from the shift stage group of the clutch that has been released prior to the switching control of the first clutch and the second clutch, and a control valve for shift control A shift actuator, which is a twin clutch type automatic manual transmission that operates a shift fork in a direction to obtain a shift stage selected by a shift hydraulic pressure generated by the shift actuator.

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