JPH02138570A - Control method of transmission - Google Patents

Abstract

PURPOSE:To reduce the relative rotating number in an early stage by starting an engagement control to clutches other than a clutch to engage on the sub- transmission side, in the case of a speed change having the possibility of occurring a speed change shock. CONSTITUTION:When a vehicle is started, a controller 7 starts the engagement control of two clutches including a clutch to engage on the sub-transmission side of an automatic transmission 3, and a clutch to be engaged on the main transmission side. After the filling time of the main transmission side clutch is terminated and at the point of time before the engagement completion, a pressure control valve corresponding to a clutch pressure oil feeding device 9 is controlled in such a manner that the clutch pressure of other clutches except the clutch to engage on the sub-transmission side is made zero. Hence, the rotating energy of an input shaft 2a is absorbed to reduce the relative rotating number with an output shaft 3a in an early stage, and the occurrence of a speed change shock can be prevented.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a method for controlling a transmission mounted on a vehicle such as a surfboard or a construction machine, and particularly relates to a method for controlling a transmission mounted on a vehicle such as a surfboard or a construction machine. The present invention relates to a method suitable for reducing shift shock when the vehicle starts in a transmission having a clutch configured in stages.

(Prior Art) In recent years, there has been a demand from operators (users) for reducing shift shock in construction vehicles such as dump trucks, motor scrapers, and wheel loaders.

As is well known, a shift shock is a mismatch between the rotational energy of each rotating body during a shift, resulting in a mismatch between the torques on the drive side and the load side, and this occurs as an instantaneous transient torque fluctuation. It means to be revealed.

The transmission mounted on the construction vehicle mentioned above consists of a first stage clutch (sub-transmission III) located on the input shaft side (engine side) and a second stage clutch (main transmission III) located on the output shaft side (running load side). The gear shift is performed by selecting and engaging a predetermined clutch on the auxiliary transmission side and a predetermined clutch on the main transmission side (of course, only one clutch (It is also possible to select and engage the

In order to reduce the shift shock in such a transmission, the inventor Kasa proposed a clutch engagement control system that controls the engagement of each clutch to reduce the shift shock, and published it in a publication (Komatsu Technical Report Vol. 30, No. 4, published February 25, 1985).

Furthermore, in Japanese Patent Application No. 62-88305, the same inventors proposed a method to reduce shift shock by supplying hydraulic pressure to the clutch on the main transmission side and the clutch on the auxiliary transmission side with a time difference. ing.

Furthermore, in Japanese Patent Application No. 63-133743, the same inventors proposed that during gear shifting, the clutch on the main transmission side starts engaging, and when the filling of the clutch on the main transmission side is completed, the clutch on the DJ transmission side At the same time, the oil pressure build-up rate (increase rate) of the clutch on the auxiliary transmission side is set higher than that on the main transmission side, and the hydraulic pressure build-up rate (increase rate) of the clutch on the auxiliary transmission side is set higher than that on the main transmission side, and the auxiliary By terminating the engagement of the clutch on the transmission side, the shift shock is reduced.

In any case, the conventional technology ■ Change the clutch engagement method depending on the situation when shifting.

Clutch engagement interval rIa> (1) Change the shift timing of the main transmission and sub-transmission.

The shift shock is reduced by any one of the following methods or a combination thereof.

[Problem to be solved by the invention]

By the way, when the construction vehicle is in a stopped state, the torque converter and the input shaft connected thereto are in a free state, and these input shafts are in a so-called "state in which rotational energy is accumulated."

On the other hand, the rotational speed of the output shaft is approximately zero, and its rotational energy is approximately zero.

When shifting gears (N → Forward - Speed) in accordance with the start under these conditions, the rotational energy of the input shaft is transferred to the auxiliary transmission, the intermediate shaft between the auxiliary transmission and the main transmission, the main transmission, The rotational energy is transmitted to the output shaft and the running load, and the vehicle is started.
This occurs as a shift shock when clutch engagement on the main transmission side ends. Furthermore, the rotating body on the input shaft side of the clutch on the main transmission side is
The clutch rotates at a rotational speed corresponding to the above-mentioned rotational energy, and the rotational speed of the rotating body on the output shaft side of the clutch is almost zero, and the relative rotational speed of these two rotating bodies is large. It continues until after the filling time ends. In this way, the relative rotation speed is large (this is the state R on the input shaft side of the clutch).
(meaning that a sudden torque is being transmitted between the output shaft sides) continues until the end of the filling time, when the engagement of the clutch ends A gear shift shock occurs.

It is true that the above-mentioned conventional techniques are effective in reducing shift-shift stains during normal driving, but the above-mentioned conventional techniques are effective in reducing shift-shift shocks during start-up caused by the mechanism explained above. It has become clear that the problem cannot be adequately addressed.

The present invention has been made in view of the above circumstances, and is applied to a transmission having a two-stage clutch consisting of a main transmission and an N1 transmission. To provide a transmission control method capable of preventing the occurrence of a shift shock caused by the magnitude of the relative rotation speed in a situation where the relative rotation speed may become large even after the filling time of the clutch ends. That is its purpose.

[Means and effects for solving the problem] Therefore, in the present invention, when changing gears in a situation where a shift shock as described above may occur, the clutches other than the clutch to be engaged on the auxiliary transmission side are Engagement control is also started for this clutch, and the rotational energy of the input shaft is absorbed by the engagement load of the other clutch, thereby attempting to reduce the relative rotational speed at an early stage.

That is, in the eleventh aspect of the present invention, the engagement control of each clutch of the two-stage transmission is performed by operating a pressure control valve corresponding to the clutch to be engaged to supply pressure oil, A method for controlling a transmission, which is carried out by controlling a pressure 1tilJI valve applied to the clutch so that the clutch pressure of the clutch is gradually increased in a predetermined pattern from the end of the filling time of the clutch, in which a vehicle equipped with the transmission is controlled. When starting, a process of starting execution of the engagement control for at least two clutches including the clutch to be engaged among the clutches on the auxiliary transmission side; A process in which execution of the engagement control is started for the clutch to be engaged, and a time point after the end of the filling time of the clutch to be engaged on the main transmission side, and the time point at which engagement of the clutch ends. and controlling the pressure control valve corresponding to the other clutch so that the clutch pressure of the other clutch other than the clutch to be engaged among the at least two clutches becomes zero at a previous point in time. The clutches to be engaged on the auxiliary transmission and the main transmission n side are respectively engaged.

That is, according to this configuration, execution of the engagement control is started for at least two clutches including the clutch to be engaged on the sub-transmission side.

Next, of the clutches on the main transmission side, engagement control is similarly started for the clutch to be engaged.

Then, on the sub-transmission side, unlike in the case of normal start-up shifting where engagement control is performed only for the clutch that is about to be engaged, engagement control is also executed for other clutches other than this clutch. Therefore, the rotational energy of the input shaft will be absorbed in excess of the engagement load of the other clutches. Therefore, the rotation speed of the input shaft decreases quickly. Along with this, the rotational speed of the intermediate shaft and the rotational speed of the rotating body on the input shaft side of the clutch that is about to be engaged on the main transmission side also decrease rapidly, and as a result, the main transmission side is about to engage. The relative rotational speed of the clutch becomes zero before the filling time of the clutch ends. This means that the transmission of torque for clutch engagement between the input shaft side and output shaft side of the clutch to be engaged has been completed.

Eventually, the pressure control valve corresponding to the other clutch is set such that the clutch pressure of the other clutch becomes zero after the filling time of the clutch on the main transmission side ends and before the end of engagement of the clutch. control is executed. Therefore, only the clutch to be engaged on the sub-transmission side is engaged.

On the other hand, the clutch to be engaged on the main transmission side will be engaged while its relative rotational speed remains at zero before the filling ends. Therefore, at the end of engagement, no shift shock occurs due to the magnitude of the relative rotational speed.

Further, in the second invention of the present invention, similarly to the first invention,
Engagement control of each clutch of the above-mentioned two-stage transmission is
The pressure control valve corresponding to the clutch to be engaged is operated to supply pressure oil, and the pressure applied to the clutch is increased in a predetermined pattern from the end of the filling time of the clutch. When starting a vehicle equipped with the transmission in a transmission control method performed by controlling a control valve, the a
A process of starting execution of the engagement control for at least two clutches including the clutch to be engaged among the clutches on the J-shift side, and a clutch to be engaged among the clutches on the main transmission side. a stroke for starting execution of the engagement control, and a process for the at least two clutches so that the relative rotational speed of the clutch to be engaged on the main transmission side becomes zero before the end of the filling time of the clutch. Among them, the process of controlling the pressure control valves corresponding to the clutches other than the clutch to be engaged, and the point after the end of the filling time of the clutch to be engaged on the main shift side, controlling the pressure control valve corresponding to the other clutch so that the clutch pressure of the other clutch becomes zero at a time before the end of engagement of the clutch, and controlling the auxiliary transmission and the main transmission; The clutches to be engaged on the machine side are respectively engaged.

That is, according to such a configuration, in addition to the configuration of the first invention, the other one is adjusted so that the relative rotational speed of the clutch to be engaged on the main gear shift m side becomes zero before the end of the filling time of the clutch. A stroke is performed to control the pressure control valve associated with the clutch.

In other words, when starting the vehicle from a stopped state, the same engagement control as that of the clutch to be engaged is started for the other clutches on the side of the sub-shift α, and the predetermined pattern is applied. Therefore, simply by increasing the clutch pressure, the relative rotational speed of the clutch to be engaged on the main transmission side can be reduced early (before the filling time of the clutch ends), reducing shift shock. However, when the vehicle is coasting at a certain speed, the relative rotational speed before starting and shifting changes depending on the vehicle speed. Therefore, if the clutch pressures of the other clutches are uniformly increased in a predetermined pattern as in the first invention, it may be difficult to achieve the initial objective.

Therefore, in the second invention, the clutch pressure of the other clutch is actively controlled so that the relative rotational speed becomes zero before the end of the filling time of the clutch that is about to be engaged on the main transmission side. There is.

[Embodiments] Hereinafter, embodiments of the transmission control method according to the present invention will be described with reference to the drawings.

FIG. 4 shows an example of a device for a speed change control system for carrying out the method according to the invention.

In FIG. 4, the output of the engine 1 is transmitted to the transmission 3 via the torque converter 2, and the output of the transmission 3 is different! It is transmitted to the drive wheels 5 via the IJ device and final deceleration n4.

The transmission 3 includes a shaft 1 connected to an output shaft 2a (hereinafter referred to as an input shaft 2a) of the torque converter 2.
The output shaft 15a (hereinafter, referred to as the intermediate shaft 1
5a) is connected to the second gear shift clutch 1s.
t, 2nd, and a clutch on the side of these sub-transmissions) 1. L and main transmission side clutch 1 st.

In combination with 2nd gear stage (Ll: 1st gear, H1: 2nd gear)
(L2: 3rd speed, H2: 4th speed) (the clutch for reverse R is not shown).

On the intermediate shaft 15a, there is an intermediate shaft rotation sensor 15 that detects the rotational speed (rotational angular velocity, the same applies hereinafter) ω of the shaft 15a.
The output shaft 3a of the main transmission (hereinafter referred to as output shaft 3a) is provided with an output shaft rotation sensor 16 for detecting the rotation speed ω0 of the shaft 3a.
The detected values ω and ω0 of 5 and 16 are detected by the controller 7.
is input.

A throttle sensor 13 is attached to the accelerator pedal 12, and the sensor 13 detects the amount of depression of the pedal 12, and a signal S indicating this amount of depression is applied to the controller 7. The shift selector 8 selects a position (R, N, D, I, . . . ) selected by the shift lever 8a.
) is input to the controller 7. Note that, for convenience of explanation below, explanation of the backward movement R will be omitted.

The clutch pressure oil supply device 9 supplies pressure oil to each clutch of the transmission 3, as shown in FIG. A separate electronic pressure control valve 21, 22, 236 and 24 is provided for each clutch. These pressure control valves 21 to 24 are individually operated by electric commands from the controller 7.

FIG. 6 shows an example of the configuration of the pressure control valves 21 to 24. This pressure control valve has a spool 204 with a first piston part 401, a second piston part 402 and a third piston part 403, and the left end of this spool 401 is connected to a plunge t406 of a proportional solenoid 405, and the spool 404 The right end of each is in contact with a retainer 408 that is biased leftward by a spring 407.

The first piston part 401 and the second piston part 402 define an oil chamber 409, and the second piston part 402 and the third piston part 403 define an oil chamber 410. An input boat 411 and a tank boat 412 are opened into the oil chamber 409 and the oil chamber 410, respectively.

Oil chamber 41 in which spring 407 and retainer 408 are arranged
3 is connected to an output boat 415 via an oil passage 414.

The proportional solenoid 405 is provided as an actuator for moving the spool 404, and its plunge v406 is in contact with the left side surface of the spool 404. This proportional solenoid 405 has a characteristic that the thrust of the plunger 406 is proportional to the input current.

In this illustrated state, the output boat 415 is
It is closed by the piston part 402.

The proportional solenoid 405 is now activated and the spool 404
When the oil moves to the right, the oil supplied to the input boat 411 flows into the output boat 415;
A part of the oil passing through the oil chamber 41 via the oil passage 414
It flows into 3. At this time, the oil flowing into the oil chamber 213 acts in a direction to move the spool 404 to the left, and as a result, the spool 404 moves to the left as the oil pressure in the oil chamber 413 increases. Then, when the spool 404 is moved to the left,
The flow of oil into the output boat 415 is cut off, and the oil is drained from the output boat 415 side to the tank boat 412 side.

Thus, the spool 404 operates so that the thrust of the plunger 406 and the force due to the hydraulic pressure within the oil chamber 413 are balanced.

Therefore, the oil pressure of the output boat 415 is
The controller 7 can provide any desired clutch oil pressure by appropriately controlling the drive current applied to each solenoid of the pressure control valves 21 to 24. Note that since the spring constant of the spring 407 is small, the action of the spring is ignored in the above description.

Hereinafter, the specific operation of this configuration will be explained with reference to the clutch oil pressure time charts shown in FIGS. 8 to 10 and the control flow charts shown in FIGS. 1 to 3.

Note that FIGS. 2 and 3 are flowcharts showing one embodiment of the transmission control method according to the present invention.

In this embodiment, the filling time is preset to an appropriate value for each clutch by measuring through experiments, etc., and the filling time is recognized as the end of the filling time when the set time has elapsed after the start of the shift.

As shown in FIG. 1, the controller 7 first determines based on the output of the shift selector 8 whether or not to perform a gear change associated with starting the vehicle. Here, the gear shift associated with starting is the first shift.
This is a shift that is performed when a vehicle equipped with the system shown in the figure starts from a complete stop or starts from a coasting state, and each clutch of transmission 3 is not engaged and the n1 transmission This refers to the case where it is necessary to engage both the required clutch and the required clutch of the main transmission.

Therefore, the controller 7 determines whether or not the clutch on the main transmission side and the clutch on the auxiliary transmission side are both engaged based on the input signal from the shift selector 8, thereby determining whether the shift is due to a start. can be determined (step 101).

If the determination result in step 101 is No, that is, if it is determined that the shift is not due to a start, a normal transmission control routine (not shown) that differs from the gist of the present invention is performed.
, and the required gear change is executed (step 10).
5).

If the determination result in step 101 is YES, that is, both clutches are engaged, then the throttle sensor 1
Based on the input signal No. 3, it is determined whether the target rotation speed of the engine 1 is set to the idle rotation speed (step 102). Even if the determination result in step 102 is No, the same procedure as in the case where the determination result in step 101 is No is transferred to step 105, and the normal transmission control routine is executed.

Here, when the target rotation speed of the engine 1 is set to a rotation speed higher than the idle rotation speed, the control routine according to the present invention described below is not executed when the accelerator pedal 12 is depressed. In this case, the torque input from the torque converter 2 to the input shaft 2a becomes large, which may have a negative effect on clutch durability, and when the pedal 12 is depressed, the operator sensually does not feel the shift shock. This is because it is difficult to feel.

If the determination result in step 102 is YES, the current vehicle speed VS of the vehicle is detected based on the input signal of the output shaft rotation sensor 16, and it is determined whether or not the detected vehicle speed ys is zero. (step 103). If the determination result in step 103 is YES, that is, if the vehicle is currently completely stopped, the process proceeds to a first transmission control subroutine shown in FIG. 2 and described later (step 106).

If the judgment result in step 106 is NO1, that is, the vehicle is not completely stopped and is coasting on a slope, etc., then whether or not the start shift is to proceed in the same direction as the current direction of travel. (Step 104). Hereinafter, for convenience of explanation, the description will be made on the assumption that the clutch to be engaged is clutch 1, 1st, that is, clutch engagement for forward running. In this case, the vehicle speed Vs detected in step 106 is VS<0
(running backwards), the determination result in step 104 is NO; on the other hand, if the vehicle speed VS is VS>0, the determination result in step 104 is YES, and the procedure is as follows:
The routine then proceeds to the first transmission control subroutine of step 106 or step 107, respectively.

In step 107, it is determined whether the current vehicle speed Vs is smaller than a predetermined value ε. Here, ε is the speed of the vehicle when the relative rotational speed of each rotating body of clutch '1st' becomes zero, and it is determined whether or not to execute the second transmission control subroutine to be described later. (step 107). If the judgment result in step 107 is No, the procedure goes to step 105.
The normal transmission control routine described above is executed.

In other words, when the vehicle is running at a speed greater than ε, even if a normal gear shift is performed, there will not be much shift shock1, and the execution of the second transmission control subroutine will have no significant effect. Because you can't see it.

On the other hand, if the determination result in step 107 is YES, that is, if the vehicle speed 1Vsl is smaller than ε, the process moves to a second transmission subroutine shown in FIG. 3 and described later (step 108). .

Thus, when the vehicle is at a complete stop or is traveling backwards, and when starting and shifting gears (turning), the flowchart shown in FIG. In this case, the flowchart shown in FIG. 3 is executed when the start gear change is performed.

In the process shown in FIG. 2, clutches 1 and 1st to be engaged on the auxiliary transmission side and the main transmission side are first selected (
Step 201).

Next, the controller 7 supplies pressure oil to the pressure control valve 22 of the clutch L to be engaged on the sub-transmission side, and starts a built-in timer (not shown). Zarani i
Pressure oil is also supplied to the pressure control valve of the other clutch H on the WJ transmission side, and a built-in timer similar to the above-mentioned timer is started (step 202, time t1 in FIG. 8). At this time, the controller 7 applies command value patterns as shown by solid lines in FIGS. 8(a) and 8(b) to the solenoid of the pressure control valve 22 of the clutch L and the solenoid of the pressure control valve 21 of the clutch H, respectively. In this command value pattern, a large flow of oil is input to the clutch by first giving a high level command, and then the initial pressure for clutch engagement is maintained low by lowering the command pressure to a low level before filling is completed. I try to suppress gear shift shock.

In this embodiment, it is assumed that the setting time of the filling time of the clutch H is set shorter than the setting time of the filling time of the clutch L to be engaged (as is well-known, the filling time is determined by the volume of the clutch back. ). Therefore, first, it is determined by the built-in timer whether a predetermined time (<T1) set for the filling time of the clutch H has elapsed (step 20).
3) At this point in time, a gradual increase in the oil pressure to the latch 1 is started in a predetermined pattern (step 204
, see Figure 8(b)).

Next, it is determined by the built-in timer whether a predetermined time T1 set for the filling time of the clutch L to be engaged has elapsed (step 205), and at this elapsed time point t2 (see Fig. 8), the clutch L is engaged. At the same time, a gradual increase in oil pressure is started in a predetermined pattern for the clutch L that is about to be engaged (step 206, see Fig. 8 (a)), and at the same time, pressure oil is applied to the clutch 1st that is about to be engaged on the main transmission side. Start supplying step 207, FIG. 8(C)
), and also starts the built-in timer. Note that the controller 7 also provides the same command value pattern as described above when controlling the hydraulic pressure for the clutch ist, as shown in FIG. 8(C).

Here, in step 207, pressure oil is supplied to clutch 1st, and at the same time, the relative rotational speed ω of both rotating bodies of clutch '1st is increased. It is sequentially determined whether 1 has become zero. Here is the relative rotation speed ω. 1 is an intermediate shaft rotation sensor 15
It can be easily determined based on each detection signal of the output shaft rotation sensor 16 and the number reduction ratio of each rotating body side of the 1st clutch in the main transmission (step 208).

When the relative rotational speed ωc1 eventually becomes zero, a timer (not shown) starts (step 209).

Thereafter, the controller 7 performs a step 210 when the predetermined time T2 set for the clutch 1st has elapsed.
Similarly to the above, at this elapsed time point t3, the build-up of the hydraulic pressure for the clutch 1st is started in a predetermined pattern (step 211, see FIG. 8(C)).

In addition, the broken line in FIG. 8 indicates the actual clutch oil pressure.

In this way, the clutch 1St on the main shift n side is about to be engaged.
After the time when the oil pressure starts to gradually increase (time t3 at the end of the filling time), it is determined whether the timer started in step 209 has elapsed the set time To.

As shown in FIG. 8, the set time To is a time when the elapsed time t is after the filling timer end time t3 of the clutch 1stFF, and
This is preset to be a time before the clutch engagement end time t4 of the clutch 1st (the time when the pressure reaches about 172 of the clutch setting pressure).

However, when the set time TO has elapsed (step 212)
, at elapsed time t 2 , the FF on the a1 transmission side outputs a drive command signal to the pressure control valve 21 of the clutch H different from the clutch L to be engaged to make the oil pressure of the clutch H zero. That is, the pressure control valve 21
The spool 404 of the clutch H cylinder is moved in the direction in which the clutch H cylinder retracts to drain the pressure oil supplied to the clutch H, so that the oil pressure of the clutch H becomes zero (clutch released state) (step 213, Fig. 8). (see (b)). Eventually, at time t4, clutch 1st to be engaged on the main transmission side is engaged (clutch L to be engaged on the auxiliary transmission side has already been engaged), and the start shift is completed.

Now, with reference to the time charts of FIGS. 12 and 15, the operation of the first transmission control subroutine will be explained in more detail, and the effects of executing the subroutine will be discussed.

Figure 12 (a), (b), (c), (d)
, (0), (f) and ((+) are the input shaft rotational speed ω·, the intermediate shaft rotational speed ω□, and the output shaft ω, respectively, associated with the execution of the processing of the first shift n control subroutine. ,
Clutch L+g vs. rotation speed ω, clutch clutch 1 relative rotation speed ω. HlC [Clutch 1st relative rotation speed ω. 1 and the time chart of output shaft torque king.

On the other hand, Fig. 15 (a), (b), (c),
In (d), (e), and (a), the command value pattern shown in FIG. 8(b) is not given to the pressure control valve 21 of the clutch H (the hydraulic pressure of the clutch remains zero), and the clutch H is engaged. Input shaft rotational speed ω11 intermediate shaft rotational speed ω when the command value patterns shown in Figures (a) and (C) are given only to each control valve of upper clutch 1st.
, output shaft rotation speed ω. , clutch L relative rotation speed ωC1, clutch 1st relative rotation speed ω. 1 and output shaft torque T, respectively.

In this embodiment, before starting the engagement control of each clutch (
12(a) or B in FIG. 15(a), the input shaft 2a is rotated at a predetermined rotational speed by the torque input from the torque converter 2. 12(b), and the entraining torque is not transmitted to the intermediate shaft 15a.
Or the rotational speed ω1 as shown in D in Fig. 15(b)
is assumed to be zero.

Eventually, at time t2, the clutch is engaged and the clutch H
When the oil pressure of both clutches L starts to gradually increase, as shown by arrow E in FIG.

Due to the clutch torque of H, the rotational speed ω of the input shaft 2a decreases rapidly, and at the end of the engagement of both clutches L and H, 1
, (clutching ends at time t., engagement ends H (see figure (d)), clutching ends at time t.11 (
At >tCL), the engagement ends (see (C) in the same figure)) and becomes zero. On the other hand, the intermediate shaft rotation speed ω1 also starts to increase as indicated by the arrow F in FIG. As ω rapidly decreases, the maximum rotational speed does not increase that much, and after a gentle curve, both clutches L and H have not yet engaged, and the filling time of the first clutch ends. It becomes zero at t3 and 11.

Therefore, as shown by the arrow G in FIG. It will become zero.

In this way, the relative rotational speed ω of the clutch 1St. 1 becomes zero before the end of the filling time t3, and thereafter, while the oil pressure of the clutch 1St is gradually increasing, the clutch 1S
There is no sudden torque transmission between the two rotating bodies at t.

Therefore, when the clutch H, which should not be engaged, is released, and the clutch 1st ends its engagement, there is no sudden torque fluctuation at the output shaft 3a, as shown by J in the figure ((1)). In other words, the output shaft torque T draws a gentle upward curve and does not give an unpleasant shock to the operator.As a result, the above-mentioned vehicle moves smoothly as shown by the arrow ■ in the same figure (C). It will take off.

In response to this, the clutch is engaged, the command value pattern shown in FIGS. 8(a) and 8(C) is applied only to the pressure control valve of clutch ISt, and both clutches L and ISt are engaged fblJ 1!
111, when the oil pressure of the clutch L starts to gradually increase at time t2, the arrow E' in FIG. 15(a)
Although the rotational speed ω of the input shaft 2a decreases due to the clutch torque of the clutch as shown in , the engagement of the clutch L ends because the rotational energy of the input horn shaft 2a is absorbed by the engagement load of the first clutch. Time t. - Same figure (d)
), the input shaft rotational speed ωi cannot be lowered to zero. Thereafter, the input shaft rotational speed ωi continues to decrease while maintaining a high rotational speed even after the filling time end time t3 of the clutch 1St, as shown by the arrow E" in FIG.

On the other hand, the intermediate shaft rotation speed ω. As shown by the arrow F' in FIG. 6(b), the input shaft rotational speed ω starts to rise at the same time as the oil pressure of the clutch L starts to gradually increase (time t2).
does not decrease rapidly, its rotational speed ω1 increases rapidly and reaches the end of the filling time of clutch lSt at t3.
It becomes a state where high rotation is maintained at . From now on, the rotation speed ω
1, as shown by the arrow ``'', the rotation speed decreases as the hydraulic pressure of the first clutch gradually increases, but the high rotation speed is still maintained.

Therefore, as shown by arrow G' in FIG. Even after t3, the rotation continues to fall while maintaining the high rotation, and reaches zero at time t4 when the engagement of the first clutch ends.

In this way, the relative rotational speed ω of the clutch 1st. 1 does not become zero even at the end of the filling time t3, so while the oil pressure of the clutch 1st gradually increases thereafter, a sudden torque is transmitted between both rotating bodies of the clutch 1st. As a result, at time t4 when the clutch 1St ends its engagement, a sudden torque fluctuation occurs as shown at J' in FIG. ), the vehicle starts off while generating a shock in the vehicle body.

As explained above, by executing the first shift control rerouting shown in FIG. After that, execution of engagement control is started for the clutch ISt to be engaged on the main transmission Ill side,
If the clutch H is released after the filling time end time t3 of the clutch 1st and before the engagement end time t4 of the clutch 1st, the relative rotational speed of the clutch 1st. 1 becomes zero before the filling time end point t3 of the clutch 1st, and thereafter the clutch 1st is engaged while the relative rotational speed ωc1 remains zero, so there is no shift shock compared to the conventional technology. This provides the effect of starting the vehicle.

In the embodiment, the supply of pressure oil to the clutch 1st to be engaged on the main transmission side is started from the end time t2 of the filling time of the clutch L to be engaged on the auxiliary transmission side. However, without being limited to this, the process may be performed from the end of the filling time of the clutch H, or instead of starting from the end of the filling time, a separate timer or the like is provided and the 6J shift n
It is also possible to start supplying pressure oil to the first clutch when a predetermined time has elapsed since pressure oil was supplied to the first clutch. Furthermore, it is also possible to simultaneously start supplying pressure oil to the clutches L and H on the n1 gearshift side and the clutch 1St on the main transmission side.

In short, it is sufficient to start the pressure oil supply at such a time that the oil pressure of the clutch H on the transmission side has already started to gradually increase before the filling time end time t3 of the clutch 1st on the main transmission side.

In addition, in the embodiment, the relative rotational speed ωc1 of the clutch 1st that is to be engaged on the main transmission side controls the pressure control valve 21 to zero the oil pressure of the clutch clutch (which should not be engaged on the auxiliary transmission side). At the time 1+ when a predetermined time To has elapsed from the time To when it became zero, the time is managed as follows:
Relative rotation speed ω of clutch 1St. If the oil pressure of the clutch H is made zero at the time when 1 becomes zero (clutch H released state), the relative rotational speed ω is increased again. Although this is done because there is a possibility that the number 1 may rise from zero, the time management is not limited to this, but the time management is performed by setting the time t3 at which the filling time of the clutch 1st ends or the time t2 when the pressure oil supply to the clutch ISt starts. An implementation performed as a starting point is also possible.

In addition, in FIG. 8, the time point to when the oil pressure of the clutch H becomes zero
Although this is before the time t4 when the engagement of the clutch 1St ends, a more significant effect of reducing the shift shock can be expected by managing the time so that these times t.44 and t4 coincide.

Furthermore, in the embodiment, both clutches on the sub-transmission side are used.

Although the pressure oil supply for H is started at the same time, if the engine speed is low (idling speed), depending on the capacity of the pump 10, problems such as a prolonged filling time may occur. Also possible.

Therefore, as shown in Fig. 9, both clutches on the auxiliary transmission side are connected.
The lack of pump capacity may be compensated for by controlling the timing at which pressure oil starts to be supplied to H.

Although the flowchart corresponding to the same figure is not shown,
Generally, the procedure is as follows.

(1) First, at time t'1, pressure oil is supplied to the pressure control valve 22 of the clutch L to be engaged on the sub-transmission side, and a built-in timer is started.

(2) Next, the built-in timer determines whether a predetermined time T'1 set for the filling time of the clutch L has elapsed, and at this elapsed time t'2, the 71i hydraulic pressure for the clutch L is started. Then, the oil pressure is gradually increased in a predetermined pattern.

At the same time, pressure oil starts to be supplied to the pressure control valve 21 of the other clutch H on the sub-transmission side, and a built-in timer is started.

(3) Next, the built-in timer determines whether a predetermined time T'2 set for the filling time of the clutch H has elapsed, and at this elapsed time point t'3, a gradual increase in the oil pressure for the clutch H is started. Then, the oil pressure is gradually increased in a predetermined pattern.

At the same time, clutch 1 on the main transmission side is about to engage.
Pressure oil starts to be supplied to the pressure control valve 23 of st, and a built-in timer is started.

(4) After that, the oil pressure of the clutch H on the sub-transmission side gradually increases at a build-up rate according to the above-described predetermined pattern, but for example, at the time t' when the relative rotational speed ωc1 of the clutch 1st becomes zero. Time management is performed using o as the starting point.

(5) Next, the built-in timer determines whether a predetermined time T's set for the filling time of the clutch 1st has elapsed, and at this elapsed time point t'4, a gradual increase in the oil pressure for the clutch 1st is started. Then, the oil pressure is gradually increased in a predetermined pattern.

According to the above time management, at time t' when a predetermined time T'0 has elapsed, the pressure control valve 21 is controlled to bring the oil pressure of the clutch H to zero FF.

(6) Eventually (or almost at the same time) the engagement of the clutch "+st" that is about to be engaged on the main transmission side ends (the clutch L that is about to be engaged on the auxiliary transmission side has already ended its engagement) Then, the start shift is completed.

Figure 13 (a), (b), (c), (d)
, (e), (f) and (9) above (1)
Input shaft rotational speed ω·, intermediate shaft rotational speed ω1, and output shaft rotational speed ω accompanying the execution of the processes in (6). , clutch L relative rotation speed ωC[, clutch H relative rotation speed ω. □, clutch 1s
tRelative rotation speed ω. 1 and output shaft torque T, respectively. In the figure, reference numeral A1. C1,E
l.

Fl, 11. Jl is A in FIG. 12 above.

This code means that it is a part that changes in the same manner as C, E, I, and J.

That is, to explain the main part, after time j/2, the oil pressure of clutch L starts to gradually increase, and after that, the oil pressure of clutch H also starts to gradually increase, the rotation speed ωi of input shaft 2a decreases rapidly, and both clutches L, It becomes zero at time tCH when the engagement of H ends (see arrow E1 in FIG. 3(a)). On the other hand, the intermediate shaft rotational speed ω also starts to operate the upper valve after the oil pressure of the clutch L starts to gradually increase (time t2), but as the input shaft rotational speed ωi rapidly decreases, the filling time of the clutch ISt ends at tl.
It becomes zero before 4 (see figure (b), arrow F1).

Therefore, the relative rotational speed ωc1 of the clutch ISt also draws a curve similar to the above-mentioned intermediate shaft rotational speed ω1, and the clutch 1s
It becomes zero before t'4, the end of the filling time of t (see arrow G1 in FIG. 3(f)).

In this way, the relative rotational speed ω of the clutch 1st. 1 becomes zero before the end of the filling time i/s, and thereafter while the oil pressure of the clutch iSt is gradually increasing,
Abrupt torque transmission is not performed between both rotating bodies of clutch 1st. Therefore, when the clutch 1, which should not be engaged, is brought into the released state and the clutch 1st ends its engagement, no sudden torque fluctuation occurs at the output shaft 3a.

In other words, the output shaft torque T draws a gentle upward curve and does not give an unpleasant shift shock to the operator (see (J) and J1 in the same figure).As a result, the above vehicle starts smoothly. (C), see 11).

In this way, even in the embodiment in which the processing steps (1) to (6) above are executed, as in the execution of the processing of the first transmission control subroutine, discomfort due to shift shock given to the operator and discomfort caused to the vehicle are reduced. The effect is that it is possible to prevent mechanical shock (particularly to the power transmission system) from occurring.

The case where execution of the second shift v1 control subroutine is instructed in step 108 of the flowchart of FIG. 1 will be described below.

In the process shown in FIG. 3, first, the clutches L and 1st to be engaged on the FM sub-transmission side and the main transmission side are selected.

Hereinafter, in this second shift control immediate subroutine, the command value pattern shown in FIG. 9(a) is applied to the clutch, the command value pattern shown in FIG. 9(C) is applied to the clutch 1st, and the command value pattern shown in FIG. Assume that the command value pattern shown in FIG. 10(a) is given (step 301).

Next, the controller 7 supplies pressure oil to the pressure control valve 22 of the clutch L to be engaged on the sub-transmission side, and starts the built-in timer (step 302, the ninth
Figure time t'1).

Next, it is determined by the built-in timer whether a predetermined time T'1 set for the filling time of the clutch L to be engaged has elapsed (step 303), and this elapsed time t'2 (Fig. (see step 304, FIG. 9(a)). At the same time as the hydraulic pressure for the clutch starts to gradually increase, pressure oil is also supplied to the pressure control valve 21 of the clutch H, which is different from the clutch L that is about to be engaged on the nJ transmission side, and a built-in timer is started. 305, 10th
(See figure (a)).

Next, it is determined by the built-in timer whether a predetermined time T'2 set for the filling time of the clutch 1 has elapsed (step 306), and this elapsed time t'3
(See FIG. 9), the oil pressure for the clutch H starts to be gradually increased, and at this point, the clutch rotational speed ω is reached at the end of the filling time of the clutch 1st.

A process is executed to read out a command value pattern (command value for the pressure control valve 21) for reducing 1 to zero from the memory, which will be described later.

That is, the relative rotational speed ω at the current time t'3
. 1, if the oil pressure of the clutch H is gradually increased at a regular oil pressure increase rate, the relative rotational speed ωc1 of the clutch 1st may not be made zero at the end of the filling time of the clutch 1st. . In other words, the relative rotational speed ω of the clutch 1st at the end of the filling time of the clutch 1st. To set 1 to zero, use the current time t
It is necessary to vary the oil pressure increase rate depending on the size of the relative rotational speed ωC1 at No. 3. Qualitatively, the current relative rotation speed ω. 1 is large (vehicle speed Vs is small), it is necessary to quickly gradually increase the oil pressure of the clutch H to absorb the rotational energy of the input shaft 2a, and the current relative rotational speed ω. When 1 is small, the rotational energy of the input shaft 2a can be absorbed without rapidly increasing the oil pressure of the clutch H gradually. Therefore, in the memory (not shown) of the controller 7, the clutch 1st at the current time t3 is stored.
relative rotational speed ω. 1 becomes larger, the oil pressure increase rate becomes larger (see the arrow in FIG. 10(a)), and the command value pattern M... also has the same relative rotation speed ω. 1 becomes smaller, the oil pressure increase rate becomes smaller. (See FIG. 10(a), arrow) The command value pattern N is the relative rotational speed ω of the clutch ISt at the current time t'3. It is memorized and stored in correspondence with each size of 1.

On the other hand, the 1st relative rotation speed ω of the clutch at the current time tL3. As described above, 1 can be determined based on the detection values of the intermediate shaft rotation sensor 15 and the output shaft rotation sensor 16, and is the relative rotation speed ω thus obtained. 1
A command value pattern corresponding to is read out from the memory (step 307), and a gradual increase in the oil pressure of the clutch H is started from time t'3 onwards in accordance with the read command value pattern (step 308). On the other hand, at this time point t'3, pressure oil supply to the clutch ISt is started, and the built-in timer is started (step 309, see FIG. 9(C)).

Next, it is determined by the built-in timer whether a predetermined time T'3 set for the filling time of clutch Ist has elapsed (step 310), and at this elapsed time point t'4, a gradual increase is started for the clutch ISt, and from then on, The oil pressure is increased by lWi in a predetermined pattern (step 311).
, see FIG. 9(C)). Then, at this time t/4, a timer (not shown) starts the start signal (step 31).
2), time t' when timer setting Fff interval T4 has elapsed;
At FF (step 313, see FIG. 10(a)), a process is executed in which the clutch H, which should not be engaged, is brought into the open state (hydraulic) in the same way as in step 213 (step 314).
, see FIG. 10(a)). Eventually, the engagement of the clutch ISt that is about to be engaged on the main transmission side is completed (the clutch L that is about to be engaged on the auxiliary transmission side has already been engaged), and the starting shift is completed. .

Figure 14 (a), (b), (C), (d)
, (e), (f), and (9) are the input shaft rotational speed ω·, the intermediate shaft rotational speed ω, and the output shaft rotational speed ω accompanying the execution of the processing of the second transmission engine subroutine. , clutch and relative rotation speed ω. 4. Clutch H relative rotation speed ω. □, clutch 1st
Relative rotation speed ω. 1 and output shaft torque T, respectively.

Reference numeral A2 in the figure. C2, F2. F2. I2 and J2 are symbols indicating the same changes as the symbols A, C, E, F, 1, and J in FIG. 12 above.

That is, to explain the main part, when the oil pressure of the clutch H starts to gradually increase at time t'3, the input shaft rotational speed ω increases from then until the end of the clutch 1st filling time It'4.
i rapidly decreases (see arrow F2 in (a) of the same figure). Along with this, the intermediate shaft rotation speed ω1 increases due to a gradual increase in the hydraulic pressure of clutch L between times t'2 and t'3, but between times t'3 and t'4 (clutch 1st filling time). As the oil pressure of the clutch clutch 1 gradually increases, it decreases rapidly.

Therefore, the clutch 1st relative rotation speed ωc1, which was initially a predetermined rotation speed corresponding to a predetermined vehicle speed (see arrow U in FIG.
2 and t'3), and then the clutch clutch 1
As the oil pressure gradually increases (between time t'3j and 74), it decreases and reaches zero at time t'4 (FIG. (f), arrow G2).
reference).

In this way, the relative rotational speed ω of the clutch iSt. 1 becomes zero at the end of the filling time t'4,
Thereafter, while the oil pressure of clutch 1st gradually increases, no sudden torque is transmitted between both rotary plates of clutch 1st. Therefore, when the clutch H, which should not be engaged, is eventually brought into the open state and the engagement of the clutch 1st is completed, no sudden torque fluctuation occurs at the output shaft 3a. In other words, the output shaft torque T follows a gentle upward curve, and does not give an unpleasant shift shock to the operator (see (g) in the figure).

(see J2).

On the other hand, the output shaft rotation speed ω. is a predetermined rotational speed corresponding to a predetermined vehicle speed (see arrow R in the same figure (C)) before the start shift, but the rotational speed increases smoothly from the predetermined rotational speed without sudden rotational fluctuations. (Figure (C), arrow ■
(see 2).

On the other hand, Fig. 16 (a), (b), (C),
(d), (e).

and (q), with the clutch H oil pressure at zero,
Input shaft rotation speed ωi and intermediate shaft rotation speed ω when the command value patterns shown in FIGS. 8(a) and 8(C) are given only to each control valve of one clutch ist to be engaged. , output shaft rotation speed ω. , clutch L relative rotation speed ω, L, clutch ist relative rotation speed ω. 115 and the output shaft torque T, and FIG. 11A is a time chart in a situation where the vehicle speed before the start shift is higher than in the case of CB> in the same figure.

That is, to explain the main part, when the vehicle speed before the start shift is high as shown in (A) of the same figure ((A) of the same figure.

(C) (see arrow RA) shows the relative rotational speed ω of the clutch 1St. 1 is large ((A) in the same figure, (+3), arrow U
(see A), even if the intermediate shaft rotational speed ω suddenly increases at times t'2 and t'3fSil, this is the above-mentioned relative rotational speed ω. 1, the relative rotational speed ω at the end of the clutch 1st filling time t3. 1 does not have to be that large (see figure (A)
), (e), see arrow GA), the relative rotational speed ω remains even after time t3. Even if 1 is not zero, the shift shock at the time of starting will be small (Figures (A) and (f))
, JA).

In addition, as shown in Figure (B), if the vehicle speed before starting and shifting is small (see arrows RB in Figures (B) and (C)),
The clutch 1st relative rotation speed ωc1 is correspondingly small (see (B), (+3) arrow IJB in the same figure), and eventually, when the intermediate shaft rotation speed ω suddenly increases between times t'2 and t'3, , this is the relative rotation speed ω. 1, but it greatly exceeds this, and at the end of the filling time of clutch 1St, at time t3, the relative rotational speed ω. 1 is large ((B), (e) arrow G
(see figure B), the shift shock at the time of starting is larger than in the case of figure (A) (see figure (B), m arrow JB).

As described above, the magnitude of the shift shock varies depending on the magnitude of the vehicle speed, but when the second shift control subroutine is executed, the relative rotation speed ω of the clutch 1st becomes faster. 1), the relative rotational speed ω is reliably set at the end of the clutch 1st filling time t'4 according to the magnitude of
This has the effect that c1 can be made zero, and therefore shift shock can be appropriately reduced.

In the embodiment, the relative rotational speed ω at the end of the filling time t'3 of the clutch H. 1 is detected and a command value pattern is selected according to the magnitude of this detected value, but the present invention is not limited to this, and the relative rotational speed ω before starting and shifting. 1 (see Fig. 14 (f) U) is memorized and stored in the memory, and the relative rotational speed ωc1 before starting and shifting is detected, and the command value pattern is set according to this detected value. It is also possible to read out the command value pattern.

Similarly, it is also possible to memorize and store a command value pattern corresponding to the vehicle speed (obtained based on the output rotational speed ω0) before the start shift in the memory. Furthermore, it is also possible to similarly store a command value pattern corresponding to the vehicle speed (which is determined based on the output shaft rotational speed ω) at the end of the filling time t'3 of the clutch H in the memory.

Furthermore, in the embodiment, the supply of pressure oil to the clutch 1st to be engaged on the main transmission side d is started at the end of the filling time t'3 of the clutch H on the sub-transmission side. However, without limitation, a separate timer or the like may be provided to start supplying pressure oil to clutch 1st when a predetermined period of time has elapsed since pressure oil was supplied to clutch H. In short, clutch 1
It is sufficient that the pressure oil supply start timing is such that the oil pressure of the clutch H starts to gradually increase before the end of the filling time of St, t/4.

In addition, in the embodiment, the control of the pressure control valve 21 to zero the oil pressure of the clutch H that should not be supplied on the n1 transmission side is performed at the end of the filling time t' of the clutch 1st that is about to be engaged on the main transmission side. FF is performed at time t' when a predetermined time T4 has elapsed from 4, but the time management is not limited thereto.
It is also possible to reduce the hydraulic pressure of the clutch H to zero at the time.

In the embodiment, various command value patterns for gradually increasing the pressure oil of the clutch H are memorized and stored in the memory, the optimum command value pattern is read out, and the hydraulic pressure of the clutch H is controlled according to the read command value pattern. However, without being limited to this, clutch H
After the start of the gradual increase in the oil pressure, the relative rotational speed ω of the sequential clutch 1St. 1 is detected, and this detected value and target value (clutch 1
The pressure control valve 2 of the clutch H is configured to obtain a gradual increase rate of oil pressure according to the magnitude of the deviation from the relative rotational speed ωC10) of the clutch H.
Feedback control is performed to control clutch I.
At the end of the filling time of the relative rotational speed ωc1 of St, the rotational speed ω. 1 may be set to zero.

Q in FIG. 10(B) shows how the clutch pressure changes when the above control is performed.

Further, in the embodiment, the relative rotational speed ω of the clutch 1st. 1
is the end of the filling time of the same clutch 1st t'4
The hydraulic pressure of the clutch clutch 1 is controlled so that the clutch clutch 1 becomes zero at , but the present invention is not limited thereto. It is also possible to control the oil pressure of the clutch H so that

Furthermore, in the embodiment, the end of filling of each clutch is time-managed by a built-in timer, and the engagement of each clutch is controlled; however, the filling time of each clutch is managed without limitation. The completion may be detected by a filling detection sensor provided in the pressure control valve, and the clutch engagement may be controlled based on this detection output.

FIG. 7 shows a valve configuration for performing such control, and in the first and second transmission control subroutines, the pulp shown in FIG. 7 is used instead of the pressure control valve shown in FIG. 6. It should be used for

This clutch oil pressure control pulp 500 includes a pressure control valve 501 for controlling clutch oil pressure, a flow rate detection valve 502, and a sensor section 503 for filling and clutch pressure detection. The pressure control valve 501 is controlled by the controller 7 , and a detection signal from the sensor section 503 is input to the controller 7 .

This clutch hydraulic control pulp 500 is an input boat 510
Oil from a pump (not shown) flows in through the output boat 511, and oil is supplied to the clutch through the output boat 511. boat 51
2 is closed, and boats 513 and 514 are drain boats.

The electronic pressure control valve 501 has a spool 515. The right end of the spool 515 is brought into contact with a plunger 517 of a proportional solenoid 516, and the left end is provided with a spring 518. An oil chamber 520 defined by a spool 515 and a piston 519 is piloted with oil pressure from an oil passage 522 via an oil passage 521 formed within the spool 515 .

The flow rate detection valve 502 has a spool 525 that defines oil chambers 526, 527, and 528. An orifice 530 is formed between the oil chambers 527 and 528 of this spool 525. This spool 52
5 has three different pressure receiving surfaces v4A1. A2. and A3, and between these areas A1+A3>A
2. And the relationship A2>A3 is maintained. A spring 531 is at the left end of this spool 525, and a spring 532 is at the right end.
This spool 525 is provided with an oil chamber 527,
When no pressure is applied to the springs 528, the free lengths of the springs 531 and 532 maintain the neutral position shown in FIG.

That is, in this case, the spring 531 acts as a return spring for the spool 525, and the spring 532 acts as a pressure window spring for detecting the clutch oil pressure.

A metal detection bottle 5 is located on the upper right side of the pulp body 533.
34 is provided, and this detection bin 534 detects the spool 5.
25 is further moved to the right from the neutral position shown in FIG. 7 against the spring force of spring 532. This detection bottle 534 is attached to the body 533 by a cover 535 via an insulating sheet 536.
A lead wire 537 is drawn out from 4.

This lead wire 537 is connected to resistors R1 and R connected in series.
It is connected to point a between the two. A predetermined DC voltage (for example, 12) is applied between these resistors R and R2, and the body 533 is grounded.

Clutch oil pressure control valve 5 equipped with this sensor section 503
00 is individually provided for the clutch of each gear stage.

The operation of the valve 500 having such a configuration will be explained with reference to the time chart of FIG. 11.

In FIG. 11, (a) indicates the command current 1. from the controller 7. (b) is the oil pressure in the oil chamber 528 (clutch pressure)
, (C) shows the output of the sensor 503.

When attempting to engage the clutch of the gear, the controller 7 inputs a trigger command to the solenoid 516 of the pulp 500, and then lowers the command current I to a predetermined initial pressure command current corresponding to the clutch hydraulic initial pressure. , and waits in this state until the filling is completed (see FIG. 11(a)).

Upon input of the trigger command, the spool 515 of the pressure control valve 501 moves to the left, and oil from the pump flows into the oil chamber 527 of the flow rate detection valve 502 via the input boat 510 and the oil path 522.

The oil that has entered the oil chamber 527 flows into the oil chamber 528 via the orifice 530, and then flows into the clutch via the output boat 511. At this time, the oil chamber 5 is
Since a pressure difference occurs between 27 and 528, the spool 52
5 goes left.

As a result, the flow rate detection valve 502 is closed, and the oil from the pump flowing into the oil passage 529 passes through the oil chamber 526 to the oil chamber 529.
7, then orifice 530, oil ¥528,
It flows into the clutch via the oil passage 523 and the output boat 511. This flow of oil continues until the clutch back is filled with oil.

Here, when the spool 525 is in the neutral position shown in FIG. are doing.

Therefore, in this state, the potential at point a is as shown in Figure 11 (
As shown in C), the voltage value is obtained by dividing voltage (2) by resistors R and R.

When the clutch back is filled with oil, filling is completed and oil no longer flows, so there is no differential pressure across the orifice 530.

Therefore, the spool 525 is moved to the right by the return force of the spring 531 plus the force due to the pressure receiving area difference (A1+A3-A2) of the spool 525.

When the spool 525 returns, the oil pressure from the pump flows through the oil passage 529, the oil chamber 527, the orifice 5301, and the oil chamber 528.
The clutch oil pressure is applied via the
A chute pressure as shown in IT) is generated.

Here, the spring constant of the spring 532 is set to a pressure value Th smaller than the chute pressure, as shown in FIG. 11(b).

Therefore, during this return operation, the spool 525 moves to the right to the neutral position shown in FIG. do.

As a result, the detection bottle 534 is electrically connected to the grounded body 533 via the spool 525, so a
The potential at point A drops to zero as shown in FIG. 11(C), and no voltage appears at point a. This potential at point a is input to the controller 7, and the controller 7 Determine the completion of filling. Upon determining the completion of this filling, the controller 7 immediately increases the command current (2) for the clutch from the initial pressure command current value (FIG. 11(a)).

As a result, the clutch pressure of the clutch is as shown in Fig. 11(b).
After the pressure drops from the positive chute value to the initial pressure as shown in
It will be gradually increased. Therefore, spool 525 is
34, it moves leftward toward the neutral position. Thereafter, the clutch pressure is gradually increased, so that it exceeds the set pressure Th of the spring 532 at a certain point. As a result, the spool 525 overcomes the biasing force of the spring 532 and moves to the right again, bringing its right end surface into contact with the detection bin 534.

Therefore, the afX potential drops to zero again and maintains this zero level thereafter.

In other words, the a fixed point potential becomes zero when the pressure at the clutch is equal to or higher than the set pressure Th, and becomes a predetermined voltage value when the clutch pressure is equal to or lower than the set pressure Th. In addition to detecting the completion of filling, it is also possible to know the state of the clutch pressure, that is, the engaged state of the clutch.

In a valve configuration including such a filling detection sensor 500, for example, in the case of the first transmission control subroutine,
The contents of steps 203, 205 and 210 in the second flowchart are replaced with "Filling end signal on?", and when the filling end signal is input from the pulp sensor 503 connected to each clutch, the oil pressure is gradually increased for the corresponding clutch. Controls such as starting the process are performed.

When control is performed in accordance with the output of the filling detection sensor in this manner, there is an advantage that more accurate control can be achieved compared to implementation using a built-in timer.

In addition, in the embodiment, there are two types of clutches on the sub-transmission side (
The present invention is of course applicable to an n1 transmission having three types () (, L, M) or more clutches.

For example, in the case of a sub-transmission system having three types of clutches (H, L, M), when trying to engage clutch L, the clutch of the embodiment is applied only to clutch H or only to clutch M. The same control as clutch H may be performed, or the same control as clutch H in the embodiment may be performed on both lugs H and M.

Furthermore, the present invention is applicable to both manual transmission vehicles and automatic transmission vehicles.

〔Effect of the invention〕

As explained above, according to the present invention, the transmission is controlled so that the shift shock at the time of starting gear change is significantly reduced, thereby preventing the discomfort caused to the operator due to the shift shock and reducing the mechanical shock imparted to the vehicle body. Prevention of occurrence is realized. Therefore, operator fatigue is significantly reduced and vehicle durability is significantly improved.

[Brief explanation of the drawing]

FIG. 1 is a flowchart showing an example of a control flowchart used when implementing the transmission control method according to the present invention, and FIGS. 2 and 3 are one example of an implementation of the transmission control method according to the present invention. FIG. 4 is a block diagram conceptually showing an example of a configuration of a transmission system used to implement the method according to the present invention, and FIG. 5 is a flowchart showing examples.
FIG. 4 is a hydraulic circuit diagram showing an example of the internal configuration of a clutch oil pressure supply device in the system; FIG. 6 is a cross-sectional view showing an example of the internal configuration of a pressure control valve used in carrying out the present invention; , FIG. 11 is a sectional view showing an example of the internal configuration of the clutch hydraulic pressure regulator pulp used in carrying out the present invention, FIGS. 8 to 10 are timing charts showing an example of the operation of the embodiment of the present invention, and FIG. , a timing chart used to explain a specific example of the operation of the clutch oil pressure control valve in FIG. 7, and FIGS. 12 to 14 respectively relate to the present invention.
This diagram is used to explain the operation of the embodiment of the method, and is a timing chart showing changes in each element of the transmission.
5 and 16 are timing charts showing changes in each element of a transmission in the prior art. 1...Engine, 2...Torque converter, 3...
・Transmission, 4...Differential shift inner gear, 5...Drive wheel 1. ", 7... Controller, 8... Shift selector, 9... Clutch oil pressure supply IT, 10... Pump, 21-24... Pressure control valve, H, L... Sub-transmission side clutch, 1st, 2
nd...Main transmission side clutch. Figure 2 Figure 1 Figure 5 Figure 7 Figure 8 Figure 9 Figure 10 Figure 13 (A) Figure 16

Claims (19)

[Claims] (1) The speed stage is selected by the combination of the clutch on the sub-transmission side in the first stage from the input shaft and the clutch on the main transmission side in the second stage, and electric power is applied to these multiple clutches. When attempting to engage individual clutches in a transmission in which pressure control valves operated by commands are individually connected, the pressure control valve corresponding to the clutch to be engaged is operated to supply pressure oil, A method for controlling a transmission in which clutch engagement control is performed to control a pressure control valve applied to the clutch so that the clutch pressure of the clutch is gradually increased in a predetermined pattern from the end of a filling time of the clutch, When starting a vehicle equipped with the vehicle, a process of starting execution of the engagement control for at least two clutches including the clutch to be engaged among the clutches on the sub-transmission side; Among the clutches, the process of starting execution of the engagement control for the clutch that is about to be engaged, and the time after the end of the filling time of the clutch that is about to be engaged on the main transmission side, A process of controlling the pressure control valve corresponding to the other clutch so that the clutch pressure of the other clutch other than the clutch to be engaged among the at least two clutches becomes zero at a time before the engagement end point. A method for controlling a transmission, characterized in that the clutches to be engaged on the auxiliary transmission and the main transmission are respectively engaged by executing the above steps. (2) The transmission control method according to claim 1, wherein the end of the filling time is confirmed based on a detection output of a sensor that detects the end of the filling time. (3) The filling time ends when a predetermined period of time has elapsed from the start of supply of the pressure oil (
1) Control method for the transmission described. (4) The transmission according to claim 1, wherein execution of the engagement control for the clutch on the sub-transmission side is started in the order of the clutch to be engaged and the other clutch. Control method. (5) The start of execution of the engagement control for the clutch on the sub-transmission side is carried out for the clutch to be engaged, and then the execution for the other clutch is performed at the end of the filling time of the clutch to be engaged. 5. The transmission control method according to claim 4, wherein the method is performed for a clutch. (6) Claim (5), wherein execution of the engagement control for the clutch on the main transmission side is started at the end of the filling time of the other clutch.
Control method for the described transmission. (7) The transmission control method according to claim (1), wherein execution of the engagement control for the clutches on the sub-transmission side is started at the same time for the at least two clutches. (8) The start of execution of the engagement control for the clutch on the main transmission side is performed at the end of the filling time of the clutch to be engaged among the at least two clutches. ) Control method for the transmission described. (9) Control of the pressure control valve to zero the clutch pressure of the other clutch is performed when a predetermined time has elapsed from the end of the filling time of the clutch to be engaged on the main transmission side. A method for controlling a transmission according to claim (1). (10) Control of the pressure control valve to zero the clutch pressure of the other clutch is performed after a predetermined period of time has elapsed from the time when the relative rotational speed of the clutch to be engaged on the main transmission side becomes zero. The transmission control method according to claim 1, wherein the transmission control method is carried out when the transmission is controlled. (11) The speed stage is selected by the combination of the clutch on the sub-transmission side in the first stage from the input shaft and the clutch on the main transmission side in the second stage, and electric power is applied to these multiple clutches. When attempting to engage individual clutches in a transmission in which pressure control valves operated by commands are individually connected, the pressure control valve corresponding to the clutch to be engaged is operated to supply pressure oil, A method for controlling a transmission in which clutch engagement control is performed to control a pressure control valve applied to the clutch so that the clutch pressure of the clutch is gradually increased in a predetermined pattern from the end of a filling time of the clutch, When starting a vehicle equipped with the vehicle, a process of starting execution of the engagement control for at least two clutches including the clutch to be engaged among the clutches on the sub-transmission side; Among the clutches, a stroke in which execution of the engagement control is started for the clutch to be engaged, and a relative rotational speed of the clutch to be engaged on the main transmission side is zero before the end of the filling time of the clutch. a process of controlling the pressure control valves corresponding to the clutches other than the clutch to be engaged among the at least two clutches so that the filling time of the clutch to be engaged on the main transmission side is completed; and controlling a pressure control valve corresponding to the other clutch so that the clutch pressure of the other clutch becomes zero at a time after the time and before the end of engagement of the clutch. A method for controlling a transmission, characterized in that the clutches to be engaged on the side of the sub-transmission and the main transmission are respectively engaged. (12) The transmission control method according to claim 11, wherein the filling time is confirmed to have ended based on a detection output of a sensor that detects the end of the filling time. (13) The transmission control method according to claim (11), wherein the filling time ends when a predetermined period of time has elapsed from the start of supply of the pressure oil. (14) The start of execution of the engagement control for the clutch on the sub-transmission side is performed in the order of the clutch to be engaged and the other clutch.
) Control method for the transmission described. (15) The start of execution of the engagement control for the clutch on the sub-transmission side is performed for the clutch to be engaged, and then the other clutch is started at the end of the filling time of the clutch to be engaged. 15. The transmission control method according to claim 14, wherein the method is carried out for a clutch. (16) The start of execution of the engagement control for the clutch on the main transmission side is performed at the end of the filling time of the other clutch.
5) Control method for the transmission described. (17) The control of the pressure control valve corresponding to the other clutch that zeros the relative rotational speed of the clutch to be engaged on the main transmission side is performed by controlling the pressure control valve corresponding to the other clutch with a different rate of increase in clutch pressure. A plurality of predetermined patterns are set, one pattern is selected from these patterns according to the current vehicle speed of the vehicle, and the clutch pressure of the other clutch is controlled to be gradually increased using the selected pattern. The method of controlling a transmission according to claim 11, wherein the method comprises: (18) The control of the pressure control valve to reduce the clutch pressure of the other clutch to zero is performed when a predetermined period of time has elapsed from the end of the filling time of the clutch to be engaged on the main transmission side. A method for controlling a transmission according to claim (11). (19) Control of the pressure control valve to zero the clutch pressure of the other clutch is performed after a predetermined period of time has elapsed from the time when the relative rotational speed of the clutch to be engaged on the main transmission side becomes zero. Claim (11)
Control method for the described transmission.