JP4946797B2 - Gear shift operation device for synchronous mesh transmission - Google Patents

Description

  The present invention relates to a synchronous mesh transmission in which axial displacement of a hub sleeve provided in a synchromesh mechanism is stopped by contacting with a transmission gear arranged on both sides of the hub sleeve so as to be relatively rotatable on a rotary shaft. The present invention relates to a shift operation device.

  A synchronous mesh type transmission generally includes a multi-stage transmission gear train as a transmission mechanism, and a hub sleeve of a synchromesh mechanism is slid in an axial direction by a shift fork in accordance with a required shift stage, whereby a hub sleeve Necessary shift speeds are established by meshing with one of two transmission gears arranged on both sides of the gear and mounted on the rotary shaft so as to be relatively rotatable (see, for example, Patent Document 1). .

  In this prior art, when the shift fork is manually operated by disconnecting the shift fork without being mechanically connected to a shift operation member such as a shift lever installed in the vicinity of a vehicle driver's seat, The shift position selected by the operation member is detected by a sensor or the like, and a fluid pressure drive type or electric type actuator is driven by the controller according to the detection result, and the shift fork is operated by this actuator. Are listed.

  In addition, the prior art describes that the axial displacement of the hub sleeve of the synchromesh mechanism is brought into contact with a transmission gear disposed adjacent thereto and stopped, which is a premise of the present invention.

  In such a synchronous meshing type transmission, the shift is completed when the hub sleeve is brought into contact with the transmission gear and stopped in the shift process, and this shift completion position is used as a stopper point. This stopper point is used as a reference position for sliding control of the hub sleeve.

Therefore, in order to recognize the stopper point in the control, the position information of the stopper point is previously stored in the storage area of the controller, and the hub sleeve is stopped in order to stop the hub sleeve at the stopper point. A shift stroke sensor for detecting the stroke amount of (or shift fork) is provided.
JP 2000-337487 A

  In the above conventional example, since the hub sleeve is brought into contact with the transmission gear and stopped, wear with time may occur at the mutual contact portions of the hub sleeve and the transmission gear. The stopper point changes. Further, the output variation of the shift stroke sensor accompanying the temperature increase and decrease in the synchronous meshing transmission has a considerable influence on the change of the stopper point.

  For this reason, the stopper point is updated by learning at an appropriate timing. As an execution trigger of this learning, for example, every time a certain time elapses or when the number of shifts reaches a predetermined value.

  By the way, in the synchronous meshing type transmission, the rotating shaft (the input shaft or the output shaft of the transmission) to which the transmission gear is attached is in a state of having an appropriate backlash in the axial direction with respect to a support part such as a transmission case. In addition, due to the relationship that the transmission gear is attached to the rotary shaft via a bearing so as to be relatively rotatable, the transmission gear also has an axial backlash.

  The axial backlash of the rotary shaft and the transmission gear is not fixed in the backlash direction, such as being packed in one of the axial directions according to the traveling state of the vehicle.

  Specifically, for example, when the vehicle is stopped, an axial load (for example, an axial load) is not applied to the rotating shaft or the transmission gear, and during the acceleration traveling of the vehicle, the rotating shaft or the transmission gear is not operated. In addition, a load in one axial direction acts on the rotating shaft, and a load in a direction opposite to that during the accelerated traveling can be applied to the rotating shaft and the transmission gear during the deceleration traveling.

  In other words, in the conventional example, the vehicle running state is often not constant every time the stopper point is learned, so that each result obtained for each learning varies irregularly. It can be said that there is no correlation. For this reason, the stopper point cannot be accurately learned in the conventional example. There is room for improvement here.

  In addition, as shown in, for example, Japanese Patent Application Laid-Open No. 2001-141047, in a synchronous mesh transmission controller, when the key switch is turned on after the battery is removed, for example, the first to fifth gears are shifted by a shift motor. It is considered that the shift position is detected by a shift position sensor and learned. Although this conventional example is similar in configuration to the present invention, both are different from each other in a solution problem and a technical idea for solving the problem.

  Further, as shown in, for example, Japanese Patent Laid-Open No. 2001-50378, in the transmission shift operation device, when a relative displacement occurs between the transmission and the shift operation actuator during acceleration / deceleration of the vehicle, the neutral position Alternatively, it has been considered that the position of the shift shaft at the shift completion position is corrected so that the select operation can be set at the neutral position, and the gear can be prevented from being lost at the shift position. Although this conventional example is similar in configuration to the present invention, both are different from each other in a solution problem and a technical idea for solving the problem.

  Furthermore, for reference, for example, the automatic transmission range switching device disclosed in Japanese Patent Application Laid-Open No. 2004-108400 is driven by operating a manual valve of a hydraulic control circuit by driving a range switching shaft of a detent mechanism by a motor. However, the target position of each range is learned in the offline state after the manufacturing process of the automatic transmission is completed.

The present invention relates to a synchronous mesh transmission in which axial displacement of a hub sleeve provided in a synchromesh mechanism is stopped by contacting with a transmission gear arranged on both sides of the hub sleeve so as to be relatively rotatable on a rotary shaft. A shift fork for sliding the hub sleeve, a shift control shaft for sliding the shift fork, and driving the shift fork by displacing the shift control shaft in the axial direction. An actuator, and a controller that performs a shift process that establishes a required shift stage by sliding the hub sleeve with the actuator as necessary. The controller is selected by a shift operation member when executing the shift process. Shift position detection to detect shift position An accelerator opening detecting means for detecting the accelerator opening, an acceleration detecting means for detecting the longitudinal acceleration of the vehicle or an acceleration estimating means for estimating the acceleration, and an engine speed detecting means for detecting the engine speed. Based on the output from the vehicle speed detecting means for detecting the vehicle speed, the current vehicle operating state is a traveling state where the axial backlash of the rotary shaft and the transmission gear is packed in one direction, or the rotary shaft and the transmission gear Determining means for determining whether or not the vehicle is in a stationary state where an axial load does not act on the vehicle, and when the specified state is satisfied, a shift process is executed and the hub sleeve is connected to the transmission gear. includes an execution unit for executing a learning process in contact with updating detects the position that is the stopper point stops, and storage means for the positional information of the stopper point is stored in, Serial execution means in the learning process, wherein the basis of the stroke amount of the shift control shaft to the output from the shift stroke detection means for detecting, updates the position information of the stopper point which is stored in the storage means, it It is said.

  The present invention relates to a synchronous mesh transmission in which axial displacement of a hub sleeve provided in a synchromesh mechanism is stopped by contacting with a transmission gear arranged on both sides of the hub sleeve so as to be relatively rotatable on a rotary shaft. An object of the present invention is to improve the reliability of the learning result by always allowing the learning process of the stopper point of the hub sleeve to be performed under a substantially constant operating state.

  The present invention relates to a synchronous mesh transmission in which axial displacement of a hub sleeve provided in a synchromesh mechanism is stopped by contacting with a transmission gear arranged on both sides of the hub sleeve so as to be relatively rotatable on a rotary shaft. A shift fork for sliding the hub sleeve, an actuator for driving the shift fork, and a shift process for establishing the required shift stage by sliding the hub sleeve with the actuator as necessary. A controller that performs the shift process, and when the current vehicle operation state corresponds to a predetermined state, the controller is configured to stop the hub sleeve in contact with the transmission gear. In other words, a learning process for detecting and updating the stopper point is executed, and the predetermined state is: Serial rotary shaft and the traveling state are packed axial play of the gear in one direction or the rotary shaft and the load in the axial direction to the speed change gear is a stop state does not act, is characterized in that.

  In this configuration, since the learning process is always performed under the prescribed vehicle driving conditions, in other words, the learning conditions are always substantially the same, so for each result obtained each time the learning process is executed. Irregular variation as in the conventional example is eliminated, such as having a correlation.

  By the way, when the learning process of the stopper point of the hub sleeve is performed in the running state, the axial backlash of the rotating shaft and the transmission gear is already packed in one direction when the learning process is executed. Therefore, it is possible to quickly detect the stopper point.

  Further, when the learning process of the stopper point of the hub sleeve is performed in a stopped state, when the hub sleeve comes into contact with the target transmission gear in accordance with the execution of the learning process, the transmission gear and the rotation shaft are The axial backlash that it has is packed in one direction.

  In any case, for example, if the results obtained each time the learning process is executed are stored, and the stored data are compared, the contact portion between the hub sleeve and the transmission gear serving as the stopper thereof Thus, it becomes possible to accurately grasp the wear with time and the variation in sensor output accompanying the temperature rise and fall in the synchronous meshing transmission. As a result, it is possible to perform the slide control of the hub sleeve in consideration of the wear with time and the variation in the sensor output, so that the slide control can be accurately performed.

  Preferably, the controller includes a manual shift mode for establishing a requested shift stage according to a manual operation of the shift operation member, and an automatic for automatically establishing a recommended shift stage according to a vehicle driving situation. The shift mode is selectively executed. In this configuration, since the synchronous mesh transmission can be shifted manually or automatically, it can be operated according to the preference of the vehicle driver and is excellent in convenience.

  Preferably, the traveling state is any one of the steady traveling of the vehicle, the accelerating traveling of the vehicle, and the decelerating traveling of the vehicle. Here, the running state for allowing the execution of the learning process is specifically specified. In this case, it becomes practical, for example, it becomes easier to design an operation control program by the controller.

  Preferably, the controller performs coast down control that automatically performs a step-down shift immediately before the vehicle stops in the automatic shift mode and the manual shift mode, and the traveling state is during the coast down control. Is done. Here, the running state for allowing the execution of the learning process is specifically specified. In this case, it becomes practical, for example, it becomes easier to design an operation control program by the controller.

  According to the present invention, the learning process of the stopper point of the hub sleeve can always be performed under a substantially constant operating condition, so that the reliability of the learning result can be improved. Therefore, it is possible to contribute to improving the reliability of the operation of the synchronous meshing transmission, such as being advantageous in accurately performing the shifting process of the synchronous meshing transmission.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the best embodiment of the present invention will be described in detail with reference to the drawings. 1 to 5 show an embodiment of the present invention.

  Prior to the description of the characteristic configuration of the present invention, an outline of a synchronous mesh transmission to which the present invention is applied will be described with reference to FIG.

  In the figure, reference numeral 1 denotes a synchronous mesh transmission. The synchronous mesh transmission 1 shown in the figure is a type that is mounted on an FF (front engine / front drive) vehicle, and has a structure capable of shifting forward 6 steps and reverse 1 step.

  The synchronous mesh transmission 1 includes an input shaft 2, an output shaft 3, a differential 4, forward transmission gear trains 5, 6, 7, 8, 9, 10, a reverse reverse gear train 11, , Three synchromesh mechanisms 12A, 12B, 12C.

  The input shaft 2 and the output shaft 3 are rotatably supported in a transmission case (reference numeral omitted).

  Although not shown, the input shaft 2 is connected to a crankshaft of the engine via an appropriate clutch mechanism such as a mechanical type or an electric type. One output shaft 3 is meshed with a ring gear (also referred to as a final driven gear) 4a of a differential 4 via a final drive gear 13 provided on the downstream side in the power transmission direction.

  The differential 4 exemplifies a two-pinion type in the figure, but the type is not particularly limited.

  The input shaft 2 and the output shaft 3 are provided with forward transmission gear trains 5 to 10 and a reverse reverse gear train 11.

  The forward transmission gear trains 5 to 10 are appropriately selected (shifted) by the three synchromesh mechanisms 12A, 12B, and 12C.

  In FIG. 1, the reverse gear train 11, the 1st gear train 5, the 2nd gear train 6, the 5th gear train 9, the 6th gear train 10, the 3rd gear train 7, 4 in order from the right side to the left side. A speed gear train 8 is provided.

  Each of the gear trains 5 to 10 includes drive gears 5a to 10a that are externally mounted on the input shaft 2 side, and drive gears 5b to 10b that are externally mounted on the output shaft 3 side, and the drive gears 5a to 10a and the driven gears 5b to 10b. Is engaged.

  The first-speed and second-speed drive gears 5a and 6a are attached to the input shaft 2 so as to be integrally rotatable. However, the third to sixth-speed drive gears 7a to 10a are bearings (for example, cage and rollers) on the input shaft 2. ) To be relatively rotatable.

  The 1st and 2nd driven gears 5b and 6b are attached to the output shaft 3 via bearings (for example, cage and rollers) so as to be relatively rotatable, while the 3rd to 6th driven gears 7b to 10b are output gears. It is attached to the shaft 3 so as to be integrally rotatable.

  On the other hand, the reverse gear train 11 includes a reverse drive gear 11a, a reverse driven gear 11b, and a reverse idler gear 11c.

  The reverse drive gear 11a is attached to the input shaft 2 so as to rotate integrally, the reverse driven gear 11b is attached to the output shaft 3 so as to rotate integrally, and the reverse idler gear 11c slides relative to the reverse shaft 11d. It is assembled freely.

  The gears 11a, 11b, and 11c of the reverse gear train 11 do not transmit power when moving forward, and all the synchromesh mechanisms 12A, 12B, and 12C are in a neutral state when moving backward (the hub sleeve 16 is in the neutral position). The reverse idler gear 11c moves in the axial direction of the reverse shaft 3 and meshes with both the reverse drive gear 11a and the reverse driven gear 11b, so that the rotation direction of the reverse drive gear 11a is set. Is transmitted in reverse to the reverse driven gear 11b. As a result, the output shaft 3 rotates in the opposite direction to the forward stage described below, and the drive wheels (not shown) roll in the backward direction.

  The 1-2 shift synchromesh mechanism 12A is provided on the output shaft 3 between the first-speed driven gear 5b and the second-speed driven gear 6b, and includes a first-speed position, a second-speed position, and a neutral position. One of these is selected.

  The synchromesh mechanism 12B for 3-4 speed change is provided on the input shaft 2 between the 3rd speed drive gear 7a and the 4th speed drive gear 8a, and the 3rd speed side position, 4th speed side position, and neutral Select one of the positions.

  The synchromesh mechanism 12C for 5-6 speed change is provided on the input shaft 2 between the 5th speed drive gear 9a and the 6th speed drive gear 10a. The 5th speed position, the 6th speed position, and the neutral position One of these is selected.

  Since these three synchromesh mechanisms 12A, 12B, and 12C are all a common configuration and a known configuration, they are schematically illustrated in FIG. 2 and briefly described here. In FIG. 2, the 1-2 shift synchromesh mechanism 12A is mainly described.

The synchromesh mechanisms 12A, 12B, and 12C mainly include a synchromesh hub 15, a hub sleeve 16, a synchronizer ring 17a for even- numbered gears, a synchronizer ring 17b for odd- numbered gears, and a synchronizer for even-numbered gears. It includes a kneer cone 18a and a synchronizer cone 18b for odd gears.

  The synchromesh hub 15 of the 1-2 shift synchromesh mechanism 12A is attached to the output shaft 3 so as to be integrally rotatable by spline fitting.

  On the other hand, the synchromesh mechanism 15B for the 3-4 shift synchromesh mechanism 12B and the synchromesh mechanism 15C for the 5-6 shift synchromesh mechanism 12C are attached to the input shaft 2 so as to be integrally rotatable by spline fitting.

  Next, the operation for selecting a gear position will be briefly described.

(First gear)
When the hub sleeve 16 of the 1-2 speed synchromesh mechanism 12A is slid toward the first-speed driven gear 5b, the first-speed driven gear 5b is coupled to the output shaft 3 so as to be integrally rotatable. As a result, the rotational power of the first speed drive gear 5a can be transmitted to the output shaft 3 via the first speed driven gear 5b.

  For reference, only the established state of the first gear is shown in FIG. At this time, the hub sleeve 16 of the 3-4 shift synchromesh mechanism 12B and the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C are arranged in the neutral position.

(2nd gear)
When the hub sleeve 16 of the 1-2 speed synchromesh mechanism 12A is slid toward the second speed driven gear 6b, the second speed driven gear 6b is connected to the output shaft 3 so as to be integrally rotatable. As a result, the rotational power of the second-speed drive gear 6a can be transmitted to the output shaft 3 via the second-speed driven gear 6b.

  At this time, the hub sleeve 16 of the 3-4 shift synchromesh mechanism 12B and the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C are arranged in the neutral position.

(3rd gear)
When the hub sleeve 16 of the 3-4 speed synchromesh mechanism 12B is slid toward the third speed drive gear 7a, the third speed drive gear 7a is connected to the input shaft 2 in an integrated manner. This enables power transmission from the input shaft 2 to the output shaft 3 between the third-speed drive gear 7a and the third-speed driven gear 7b.

  At this time, the hub sleeve 16 of the 1-2 shift synchromesh mechanism 12A and the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C are arranged in the neutral position.

(4th gear)
When the hub sleeve 16 of the 3-4 shift synchromesh mechanism 12B is slid to the 4-speed drive gear 8a side, the 4-speed drive gear 8a is rotationally coupled to the input shaft 2. Thereby, power transmission from the input shaft 2 to the output shaft 3 becomes possible between the fourth speed drive gear 8a and the fourth speed driven gear 8b.

  At this time, the hub sleeve 16 of the 1-2 shift synchromesh mechanism 12A and the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C are arranged in the neutral position.

(5th gear)
When the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C is slid toward the 5-speed drive gear 9a, the 5-speed drive gear 9a is connected to the input shaft 2 in an integrated manner. This enables power transmission from the input shaft 2 to the output shaft 3 between the fifth speed drive gear 9a and the fifth speed driven gear 9b.

  At this time, the hub sleeve 16 of the 1-2 shift synchromesh mechanism 12A and the hub sleeve 16 of the 3-4 shift synchromesh mechanism 12B are arranged in the neutral position.

(Sixth gear)
When the hub sleeve 16 of the 5-6 shift synchromesh mechanism 12C is slid toward the 6-speed drive gear 10a, the 6-speed drive gear 10a is connected to the input shaft 2 in an integrated manner. Thereby, power transmission from the input shaft 2 to the output shaft 3 becomes possible between the 6-speed drive gear 10a and the 6-speed driven gear 10b.

  At this time, the hub sleeve 16 of the 1-2 shift synchromesh mechanism 12A and the hub sleeve 16 of the 3-4 shift synchromesh mechanism 12B are arranged in the neutral position.

  Thus, at the time of forward movement, the rotational power of the input shaft 2 is transmitted through one transmission gear train 5-10 selected by the operation of any one of the three synchromesh mechanisms 12A, 12B, 12C. And transmitted to the output shaft 3.

  Then, the rotational driving force that is shifted (or reversely rotated) at a predetermined speed ratio and transmitted to the output shaft 3 is transmitted to the ring gear 4a of the differential 4 via the final drive gear 13, and further from the differential 4 to the axle. A driving force is transmitted to drive wheels (not shown) via 4b and 4c, and the drive wheels (not shown) are rolled in the forward direction (or the reverse direction).

  By the way, the shift operation of the above-described synchronous mesh transmission 1 is controlled by the shift operation device 20 as necessary.

  In short, the speed change operation device 20 is, for example, according to a manual speed change mode by manual operation of a shift lever (not shown) as a speed change operation member installed in the vicinity of the vehicle driver's seat, and according to the vehicle driving situation without manual operation of the shift lever. An automatic shift mode that automatically establishes the optimum shift stage can be selectively executed.

  First, in manual shift mode, in essence, the shift lever (not shown) is disposed at a sequential shift position, for example, and then the shift lever is manually pushed forward (shift down) or backward (shift up). Thus, an arbitrary shift speed is selected.

  On the other hand, in the automatic shift mode, in short, when the shift lever (not shown) is disposed at the drive position, for example, the recommended shift stage (first gear) is selected according to the vehicle operating conditions such as the vehicle speed and the engine load (for example, accelerator opening). The recommended shift speed is established by automatically upshifting or downshifting according to the vehicle driving situation using a shift map that associates the first shift speed to the sixth shift speed).

  In the automatic shift mode, coast down control is performed in which a step-down shift is automatically performed immediately before the vehicle stops.

  Specifically, the speed change operation device 20 establishes a required gear stage by appropriately sliding the hub sleeves 16 of the three synchromesh mechanisms 12A to 12C. 3-4 shift fork 22, 5-6 shift fork 23, actuator 24, and controller 25.

  The shift forks 21 to 23 are integrally attached to the shift control shafts 26 to 28, respectively, and are engaged with the outer peripheral grooves 16a of the hub sleeves 16 of the corresponding synchromesh mechanisms 12A to 12C.

  The actuator 24 slides the hub sleeves 16 of the synchromesh mechanisms 12A to 12C in the axial direction via the shift forks 21 to 23 by individually displacing the shift control shafts 26 to 28 in the axial direction. Thus, for example, a fluid pressure drive type or electric type linear motion cylinder or the like is used.

  As is well known, the controller 25 is an ECU (Electronic Control Unit) including, for example, a CPU, a ROM, a RAM, a backup RAM, and the like, and at least an appropriate gear position is set by operating the actuator 24 as necessary. The shift process to be established is executed.

  At least an accelerator opening sensor 31, an engine speed sensor 32, a mode detection sensor 33, a shift position sensor 34, a vehicle speed sensor 35, an acceleration sensor 36, a shift stroke sensor 37, and the like are connected to the controller 25 via an input interface. The actuator 24 is connected via an output interface.

  In addition, about the object connected to the controller 25, in order to simplify description, only the thing directly related to the characteristic of this invention is described, and the description and description of the thing not directly related are omitted.

  The accelerator opening sensor 31 detects an amount of depression of an accelerator pedal (not shown). The engine speed sensor 32 detects the engine speed NE. The mode detection sensor 33 detects whether the shift lever (not shown) is disposed at the sequential shift position or the drive position. The shift position sensor 34 detects a control shift position. The vehicle speed sensor 35 detects the traveling speed of the vehicle. The acceleration sensor 36 detects longitudinal acceleration and lateral acceleration acting on the vehicle. The shift stroke sensor 37 outputs a voltage corresponding to the slide amount (stroke amount) of the shift control shafts 26 to 28 as a detection signal.

  Next, portions to which the features of the present invention are applied will be described in detail with reference to FIGS.

  In short, in this embodiment, when the shift process is executed, a process of learning the stopper points of the hub sleeve 16 of the synchromesh mechanisms 12A to 12C to be shifted when the vehicle operating state corresponds to a predetermined state. By executing the above, the learning process can always be performed under a substantially constant operating state.

  The stopper point of each hub sleeve 16 refers to a transmission gear (the first-speed driven gear 5b and the second-speed driven gear 6b, the third-speed drive gear 7a and the fourth-speed drive gear 8a, or 5 It is a position in contact with the high-speed drive gear 9a and the sixth-speed drive gear 10a) (see, for example, FIG. 3). This stopper point serves as a reference position for control when each hub sleeve 16 is slid, and is also used as a shift completion position.

  As described above, the stopper points of the hub sleeves 16 exist at the odd-numbered gear position and the even-numbered gear position, so that the midpoint of these positions is set to the neutral position for control. It has become.

  Specifically, the operation of this embodiment will be described in detail with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 4 mainly describes the operation by the controller 25, and is entered every time a shift command is input.

  First, in step S1, the current driving state of the vehicle is examined based on information input from various sensors and the like.

  In subsequent step S2, it is checked whether or not the operating state checked in step S1 corresponds to a predetermined state. This prescribed state will be specifically described later.

  Here, if the vehicle driving state does not correspond to the prescribed state, a negative determination is made in step S2, and the execution of the learning process is canceled in step S3, and then this flowchart is exited. On the other hand, when the driving state corresponds to the prescribed state, an affirmative determination is made in step S2, and execution of the learning process is permitted in step S4.

  Thereafter, the shift process and the learning process are executed in step S5, and this flowchart is exited.

  The prescribed state in step S2 is specified in advance as one of the following (1) to (5).

  (1) When the vehicle is stopped, that is, when the vehicle is stopped, (2) When the vehicle is traveling in a steady state, (3) When the vehicle is accelerating, (4) When the vehicle is decelerating (5) In the automatic transmission mode, there may be a case where coast down control is being executed which is automatically downshifted just before stopping. In the case where the coast down control is performed even in the manual shift mode, the execution of the coast down control in the means shift mode is also included as one of the prescribed states.

  The determination in (1) can be made based on detection outputs from the accelerator opening sensor 31, the vehicle speed sensor 35, and the like. The determinations in (2) to (4) can be made based on detection outputs from the accelerator opening sensor 31, the engine speed sensor 32, the vehicle speed sensor 35, the acceleration sensor 36, and the like. Further, the determination in (5) is made by referring to the detection outputs of the mode detection sensor 33 and the shift position sensor 34 in addition to the detection outputs of various sensors used in the determinations in (2) to (4). It can be carried out.

  The learning operation in step S5 in FIG. 4 will be described with reference to the flowchart in FIG.

  The flowchart shown in FIG. 5 mainly describes the operation by the controller 25, and is entered when the learning process is executed.

  First, in step S11, the shift control shaft (26 to 28) to be driven is slid by the actuator 24, so that the hub sleeve 16 is moved via the shift fork (21 to 23) to the transmission gear (1 to be changed). The high-speed driven gear 5b, the 2-speed driven gear 6b, the 3-speed drive gear 7a, the 4-speed drive gear 8a, the 5-speed drive gear 9a, and the 6-speed drive gear 10a) are slid in the axial direction.

  In subsequent step S12, it is checked whether or not the hub sleeve 16 has come into contact with the transmission gears (5b, 6b, 7a, 8a, 9a, 10a) to be changed.

  Here, the stroke amount of the shift control shaft (26 to 28) slid by the actuator 24 is monitored based on the output voltage value from the shift stroke sensor 37, and the value of the output voltage from the shift stroke sensor 37 is sufficient. At a stable time, the hub sleeve 16 is recognized to have stopped by contacting with the transmission gears (5b, 6b, 7a, 8a, 9a, 10a) to be changed. The shift is completed at the position where the hub sleeve 16 is stopped.

  Here, if the hub sleeve 16 does not come into contact with the target transmission gear (5b, 6b, 7a, 8a, 9a, 10a), a negative determination is made in step S12, and the hub sleeve 16 becomes the target transmission gear (5b). , 6b, 7a, 8a, 9a, 10a). When the hub sleeve 16 comes into contact with the target transmission gear (5b, 6b, 7a, 8a, 9a, 10a), an affirmative determination is made in step S12, and the process proceeds to the subsequent step S13.

  In step S13, when the output voltage value of the shift stroke sensor 37 monitored in step S12 is stabilized, the voltage value is detected as a stopper point of the hub sleeve 16, and a backup RAM or the like (memory according to claim). The voltage value of the past stopper point stored in the device) is updated. After learning the stopper point of the hub sleeve 16 in this way, this flowchart is ended.

  Next, the superiority of each state during execution of the learning process described above will be described.

  -When stopping is selected as shown in (1) above, axial loads (for example, axial loads) are applied to the input shaft 2, the output shaft 3, and the transmission gears (5b, 6b, 7a, 8a, 9a, 10a). ) Does not act. Accordingly, when the hub sleeve 16 comes into contact with the target transmission gears (5b, 6b, 7a, 8a, 9a, 10a) in accordance with the execution of the learning process, the input shaft 2, the output shaft 3, and the transmission gears. The axial backlash of (5b, 6b, 7a, 8a, 9a, 10a) is packed in one direction.

  When the vehicle is in steady running as shown in (2) above, since the synchronous mesh transmission 1 transmits the driving force in one direction toward the output side, the input shaft 2, A load in one axial direction acts on the output shaft 3 and the transmission gears (5b, 6b, 7a, 8a, 9a, 10a), and the input shaft 2, the output shaft 3, and the transmission gears (5b, 6b). , 7a, 8a, 9a, 10a) will be packed in one direction.

  When the vehicle is in the accelerated traveling state as shown in (3), the synchronous meshing transmission 1 transmits the driving force in one direction toward the output side as in (2). Therefore, a load in one axial direction acts on the input shaft 2, the output shaft 3, and the transmission gears (5b, 6b, 7a, 8a, 9a, 10a), and the input shaft 2 and the output shaft 3 and the axial backlash of the transmission gears (5b, 6b, 7a, 8a, 9a, 10a) are packed in one direction.

  ・ When the vehicle is decelerating as shown in (4), the deceleration force is input to the synchronous mesh transmission 1 in one direction, contrary to (2) and (3). The input shaft 2, the output shaft 3, and the transmission gear (5b, 6b, 7a, 8a, 9a, 10a) are subjected to a load on the other side in the axial direction. The axial backlash of the gears (5b, 6b, 7a, 8a, 9a, 10a) is packed in the other direction.

  -If coast down control in automatic shift mode is selected as shown in (5) above, the engine brake will be effective each time the downshift is performed. The load on the other side in the axial direction acts on the input shaft 2, the output shaft 3 and the transmission gears (5b, 6b, 7a, 8a, 9a, 10a) of the machine 1, and the input shaft 2 and the output shaft 3 In addition, the axial backlash of the transmission gear (5b, 6b, 7a, 8a, 9a, 10a) is reduced in the other direction.

  In any of the cases (1) to (5), every time the stopper point of the hub sleeve 16 is learned, this learning process can be performed under a substantially constant operating state. Irregular variations as in the conventional example are not included such that each result obtained every execution has a correlation.

  As described above, in the present embodiment to which the feature of the present invention is applied, the learning process of the stopper point of the hub sleeve 16 is always performed under a substantially constant operating state. It becomes possible to increase reliability.

  As a matter of course, the learning result of the stopper point described above includes the wear over time at the contact portion between the hub sleeve 16 and the transmission gear (5b, 6b, 7a, 8a, 9a, 10a) serving as the stopper, The output variation of the shift stroke sensor 37 accompanying the temperature rise and fall in the meshing transmission 1 is included.

  Therefore, for example, the results obtained each time the learning process is executed are stored, and if the stored data are compared with each other, the hub sleeve 16 and the transmission gears (5b, 6b, 7a, 8a) serving as stoppers thereof are used. , 9a, 10a), it is possible to accurately grasp the wear with time and the output variation of the shift stroke sensor 37 accompanying the temperature increase and decrease in the synchronous meshing transmission 1. Thus, if the hub sleeve 16 and the transmission gears (5b, 6b, 7a, 8a, 9a, 10a) are subjected to sliding control of the hub sleeve 16 in consideration of temporal wear, variations in the sensor output, and the like, It becomes possible to contribute to improving the reliability of the shifting operation, such as enabling the slide control to be performed accurately.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Hereinafter, other embodiments of the present invention will be described as examples.

  (1) In the above embodiment, an example in which the synchronous mesh transmission 1 is in the FF format is given. However, a front engine / rear drive (FR) format or other formats may be used. Further, if the vehicle is equipped with the synchronous mesh transmission 1, the drive source is not particularly limited, such as a type using only an engine or a hybrid type using both an engine and a motor generator.

  (2) In the above-described embodiment, the form of the synchromesh mechanisms 12A to 12C provided in the synchronous meshing transmission 1 is not particularly limited as long as the hub sleeve 16 is used.

  (3) In the above embodiment, an example is given in which the speed change operation device 20 is of a type that can select either the manual speed change mode or the automatic speed change mode. There may be.

  In this case, the shift operation device 20 detects a required shift stage selected by a manual operation with respect to a shift operation member such as a shift lever (not shown) with an appropriate sensor or the like, and the synchromesh mechanism 12A as a target by the actuator 24. ˜12C hub sleeve 16 is configured to be driven.

  (4) In the above embodiment, the acceleration sensor 36 detects the longitudinal acceleration and the lateral acceleration acting on the vehicle. For example, the controller 25 estimates the acceleration as described above. Means may be provided. The acceleration estimation means of the controller 25 is well known, but for example, the longitudinal acceleration acting on the vehicle is estimated appropriately based on the output from the engine speed sensor 32 or the output from the accelerator opening sensor 31. The process which performs is performed.

1 is a skeleton diagram schematically showing a schematic configuration of a synchronous meshing type transmission to which a transmission operating device according to the present invention is applied. It is a figure which shows the cross section of the upper half of the synchromesh mechanism with which the synchronous meshing type transmission shown in FIG. 1 is equipped. It is a figure used for operation | movement description when learning the stopper point of the hub sleeve of a synchromesh mechanism in FIG. It is a flowchart used for operation | movement description by the speed change operation apparatus of FIG. It is a flowchart for demonstrating the content of step S5 shown in FIG.

Explanation of symbols

1 Synchronous mesh transmission
2 Input shaft (rotating shaft)
3 Output shaft (rotating shaft)
5-10 First to sixth transmission gear trains 5a to 10a First to sixth drive gears (transmission gears)
5b to 10b First to sixth driven gears (transmission gears)
12A Synchromesh mechanism for 1-2 shifting
12B Synchromesh mechanism for 3-4 shifting
12C 5-6 shift synchromesh mechanism
16 Hub sleeve of each synchromesh mechanism
20 Shifting operation device 21-23 Shift fork
24 Actuator
25 Controller 26-28 Shift control shaft
31 Accelerator position sensor
32 Engine speed sensor
33 Mode detection sensor
34 Shift position sensor
35 Vehicle speed sensor
36 Acceleration sensor
37 Shift stroke sensor

Claims (4)

A gear shifting operation device for a synchronous mesh type transmission in which axial displacement of a hub sleeve provided in the synchromesh mechanism is stopped by contacting with a transmission gear arranged on both sides of the hub sleeve so as to be rotatable relative to the rotating shaft. Because
A shift fork for sliding the hub sleeve, a shift control shaft for sliding the shift fork, an actuator for driving the shift fork by displacing the shift control shaft in the axial direction, and if necessary, A controller that performs a shift process for establishing a required shift stage by sliding the hub sleeve with an actuator,
The controller detects a shift position detecting means for detecting a shift position selected by a speed change operation member, an accelerator opening detecting means for detecting an accelerator opening, and an acceleration in the front-rear direction of the vehicle when executing a shifting process. to an acceleration estimating means for estimating the acceleration detection means or the acceleration, the engine speed detecting means for detecting an engine speed, based on the output from the vehicle speed detecting means for detecting a vehicle speed, current vehicle operating conditions, the Determining means for determining whether or not a traveling state in which the axial play of the rotating shaft and the transmission gear is packed in one direction, or a stationary state in which no axial load acts on the rotating shaft and the transmission gear ; ,
An execution means for executing a shift process when the prescribed condition is satisfied, and executing a learning process for detecting and updating a position where the hub sleeve comes into contact with the shift gear and stops, that is, a stopper point ;
Storage means for storing position information of the stopper point,
The execution means updates the position information of the stopper point stored in the storage means based on the output from the shift stroke detection means for detecting the stroke amount of the shift control shaft in the learning process. A gear shifting operation device for a synchronous mesh transmission. The shift operation device for a synchronous mesh transmission according to claim 1,
The controller includes a manual shift mode for establishing a requested shift stage according to a manual operation of a shift operation member, and an automatic shift mode for automatically establishing a recommended shift stage according to a vehicle driving situation. It is intended to selectively perform a speed change operation device for synchromesh-type transmission, characterized in that. The shift operation device for a synchronous mesh transmission according to claim 1 or 2,
The shift operation device for a synchronous mesh transmission , wherein the traveling state is any one of steady traveling of the vehicle, accelerated traveling of the vehicle, and decelerating traveling of the vehicle . The shift operation device for a synchronous mesh transmission according to claim 2 ,
The controller performs coast down control that automatically performs a step-down shift just before the vehicle stops in the automatic shift mode and the manual shift mode,
The shift operation device for a synchronous mesh transmission , wherein the running state is during the coast down control .

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