JPH07103327A - Transmission control method - Google Patents

Abstract

PURPOSE:To share a load suitably, and prevent an inverse speed change shock by sharing the load with main and sub-transmissions by changing rotating speed of an intermediate shaft between the transmissions in the direction for converging main transmission side rotating speed by sub-transmission side control in the initial stage of speed change. CONSTITUTION:A transmission 3 has sub-speed change clutches H and L in order from the torque converter 2 side and main speed change clutches 1st and 2nd in the second stage, and supplies pressure oil to these from a clutch pressure oil supply device 20. This clutch pressure oil supply device 20 is actuated by a controller 10 so as to hasten sub-transmission side engagement after main transmission side filling is finished when clutches to be engaged at speed change time are both of a sub-speed change clutch and a main speed change clutch. Thereby, rotating speed of an intermediate shaft between transmissions is changed so that main and sub-speed clutch side relative rotating speeds are approached in the converging direction to each other, and a load is shared suitably with the main and sub-transmissions in the initial stage of speed change.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art The input shaft side of a transmission (torque converter 2
10), the transmission having the first-stage clutch (sub-transmission) on the side) and the second-stage clutch (main transmission) on the output shaft side of the transmission is as shown in FIG. The speed stage is selected by a combination of the sub transmission side clutch and the main transmission side clutch. A lockup clutch 6 that directly connects the input and output shafts of the torque converter 2 is interposed.

[0003] Conventionally, as one shifting method in this type of transmission, as shown in Fig. 11, the clutches (High, Low) on the side of the sub transmission and the clutches (1st, 2nd) on the side of the main transmission are used at the time of shifting. ) Trying to turn on the clutch (Lo
w, 2nd) so that pressure oil is supplied simultaneously (time t0) so that these on-clutch engagements are almost simultaneous (in this case, the capacity of the clutch on the auxiliary transmission side is smaller, so it is normally The transmission is engaged first).

In this conventional method, however, it is preferable when the pump discharge amount is sufficient, but when the pump discharge amount is smaller than the two clutch capacities, the filling time, that is, the torque-off time is generally extended. However, there is a problem in that a large gear shift shock as shown in FIG. 7E is generated due to the torque off or the like.

As another conventional method, as shown in FIG. 12, there is a method in which the switching (High → Low) on the auxiliary transmission side is made faster than the switching (1st → 2nd) on the main transmission side. However, in this conventional method, at the time t1 when the filling of the low clutch is completed, the first clutch, which is the off clutch on the main transmission side, is
2nd speed (H1) due to increased clutch pressure
→ 3rd speed (L2) should be 2nd speed (H1) → 1st speed (L1) →
A shift to the third speed (L2) is performed, which causes positive and negative shift shocks as shown in FIG. In this case, Low clutch is abbreviated as L, High clutch is abbreviated as H, 1st clutch is abbreviated as 1 and 2nd clutch is abbreviated as 2,
L1, H1, L2, H2 are respectively 1st speed, 2nd speed, 3
Compatible with 4th and 4th speed.

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

Therefore, the present inventors have filed a patent application No. 63-133.
No. 743 is proposed, and the gear shift control shown in FIG. 14 is performed by this proposal to reduce the above-mentioned gear shift shock.

That is, according to this technique, L1, H1,
L2 and H2 are 1st, 2nd, 3rd and 4th respectively 2
In the multi-stage clutch configuration, first switch the main transmission (1st
→ 2nd), and at the time t1 when the on-clutch filling on the main transmission side is completed, the on-clutch filling on the auxiliary transmission is started, and after this filling is completed, the clutch pressure on the auxiliary transmission side is built sharply. The start-up is performed at an up ratio, and the engagement on the auxiliary transmission side is completed before the engagement on the main transmission side is completed.

According to this control, for example, when shifting up from the 2nd speed (H1) to the 3rd speed (L2), only a momentary 4
The gear shift is from 2nd speed to 4th speed to 3rd speed via the high speed (H2). In this case, the transit speed stage is the speed stage on the upshift side and the transit time is extremely short compared to the past. As shown in FIG. 14 (i), the output shaft torque does not have a shift shock on the opposite side, and the torque changes only once.

In this control, although there is a time lag with respect to the main transmission side before the main / sub engagement start time,
Since the engagement of the sub-transmission side is finished before the main transmission side finishes the engagement, eventually the main and sub-transmissions gradually increase the hydraulic pressure at the same time, and In other words, since the hydraulic pressure must be gradually increased during the end of the engagement of the auxiliary transmission, the time required for the engagement becomes very long.

Therefore, according to this control, the load of engagement is not well shared by the main and auxiliary transmissions, and the load of engagement is biased toward the side of the main transmission, resulting in durability of the main transmission. There was a problem that was bad.

Explaining the reason for this, in the transmission with the torque converter 2 and the lockup clutch as in the present transmission system, as shown in FIG. 10, the general magnitude relationship of inertia is Iin <Imid <(Iout +
In this system, the lockup clutch is turned off during a gear shift, so during the gear shift period, the value e of the torque converter (torque converter input shaft speed / torque converter output shaft speed) is around 1.0. Yes, there is little inflow of torque from the torque converter to the transmission. Therefore, at the time of shifting, there is a large inertia Imid, (Iout + body inertia) on both sides of the main transmission, but a relatively small inertia I on one side of the auxiliary transmission.
This is because the clutch is engaged with a slight amount of engagement in the auxiliary transmission because there is only in.

The present invention has been made in view of the above circumstances, and the durability of the entire transmission is improved by sharing the load generated in the clutch by the main and auxiliary transmissions, and a smooth reverse shift shock is not generated. An object of the present invention is to provide a method of controlling a transmission that can change gears.

[0014]

According to the present invention,
A transmission having a plurality of sub-shift clutches at the first stage and a plurality of main shift clutches at the second stage from a transmission input shaft, and selecting a speed stage by a combination of the sub-shift clutch and the main shift clutch. And individually connected to the multiple clutches of this transmission,
In a method of controlling a transmission including a plurality of pressure control valves that cause a hydraulic pressure corresponding to an input electric command to be generated in the clutch, the clutches to be engaged during a shift are both the auxiliary shift clutch and the main shift clutch. If so, control is performed as follows.

(A) The pressure control valves corresponding to the main shift clutch and the sub shift clutch to be engaged are operated.

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

(C) When the completion of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged is confirmed, the hydraulic pressure of this main transmission clutch is maintained at a predetermined hydraulic pressure value, and the engagement is attempted. The hydraulic pressure of the auxiliary transmission clutch is gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main transmission clutch and the lockup clutch to be turned off are turned off.

(D) When the engagement of the auxiliary speed change clutch side is detected, the hydraulic pressure of the auxiliary speed change clutch is lowered to a predetermined low pressure value, and the hydraulic pressure of the main speed change clutch side is gradually increased at an arbitrary inclination to further turn off. Turn off the hydraulic pressure of the auxiliary shift clutch.

(E) When the engagement of the main speed change clutch is confirmed,
The hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (F) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started.

According to this invention, during gear shifting, the sub-transmission side is double-engaged between the main transmission side switching and the sub-transmission side off clutch off (on-clutch and off-clutch are By turning on), the intermediate shaft of the transmission is braked, so that the relative rotation speed on the main transmission clutch side is brought closer to the convergence direction. Then, thereafter, the relative rotation speed on the main transmission side is quickly converged by gradually increasing the hydraulic pressure on the main transmission side while maintaining the low pressure on the sub transmission side.
In other words, the braking causes the auxiliary transmission side to share the load even in the initial stage of the shift.

In the latter stage of gear shifting, the engagement of the main transmission is first terminated to reduce the load on the clutch, and thereafter the engagement of the auxiliary transmission is terminated, so that the remaining load on the auxiliary transmission side is reduced. The clutch load is shared by the main and auxiliary transmissions instead of shoulders.

Further, according to the present invention, a plurality of sub-shift clutches at the first stage and a plurality of main shift clutches at the second stage from the transmission input shaft are provided, and the sub-shift clutch and the main shift clutch are provided. A speed change gear that includes a transmission that selects a speed stage in combination with a plurality of pressure control valves and a plurality of pressure control valves that are individually connected to a plurality of clutches of this transmission and that generate hydraulic pressure corresponding to an input electric command in the clutch. In the control method of the machine, when the clutches to be engaged during shifting are both the sub-shifting clutch and the main shifting clutch, control is performed as follows.

(A) The pressure control valves corresponding to the main shift clutch and the sub shift clutch to be engaged are operated.

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

(C) When the completion of the filling time of the pressure control valve corresponding to the main transmission clutch to be engaged is confirmed, the hydraulic pressure of the main transmission clutch is maintained at a predetermined hydraulic pressure value and the engagement is attempted. The hydraulic pressure of the auxiliary shift clutch to be gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main and auxiliary shift clutches and the lockup clutch to be turned off are turned off.

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

(E) When the engagement of the main shift clutch is confirmed,
The hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (F) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started.

According to this invention, instead of braking the intermediate shaft under the control of the sub-transmission side as in the previous invention, the off-clutch on the sub-transmission side is closed after the filling on the main transmission side is completed. Immediately turn off and start engaging the on-clutch to operate so as to accelerate the engagement on the auxiliary transmission side, so that the relative rotation speed on the main transmission clutch side approaches the convergence direction. The rotation speed of the shaft is changed so that the main and auxiliary transmissions can appropriately share the load in the initial stage of gear shifting.

Also in this invention, in the latter stage of gear shifting, the engagement of the main transmission is first terminated to reduce the load on the clutch, and thereafter the engagement of the sub-transmission side is terminated so that the sub-transmission side is terminated. Thus, the clutch load is shared by the main and auxiliary transmissions by taking over the remaining load.

[0030]

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

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

In FIG. 6, the output of the engine 1 is transmitted to the transmission 3 via the torque converter (torque converter) 2, and the output of the transmission 3 is transmitted to the drive wheels 5 via the differential gear and the final reduction gear 4. . A lockup clutch 6 that directly connects the input and output shafts of the torque converter 2 is interposed.

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

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

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

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

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

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

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

The flow rate detection valve 302 has a spool 325, which defines oil chambers 326, 327 and 328. The oil chamber 32 of this spool 325
An orifice 330 is formed between 7,328. The spool 325 is configured to have three different pressure receiving areas A1, A2, and A3, with A1 + between these areas.
The relations of A3> A2 and A2> A3 are given. The spring 331 is at the left end of the spool 325, and the spring 3 is at the right end.
32 is provided, and this spool 325 is an oil chamber 32.
When the pressure is not applied to 7,328, the neutral position shown in FIG. 5 is held at the positions of the free lengths of the springs 331 and 332. That is, in this case, the spring 33
1 acts as a return spring for the spool 325, and the spring 332 acts as a pressure setting spring for detecting the clutch oil pressure.

A detection pin 334 made of metal is provided on the upper right side of the valve body 333, and the spool 325 resists the spring force of the spring 332 by the detection pin 334 and moves further to the right from the neutral position shown in FIG. Detect that you have moved. This detection pin 334 is covered with an insulating sheet 3 by a cover 335.
It is attached to the body 333 via 36, and a lead wire 337 is drawn out from this detection pin 334.

The lead wire 337 is connected to the point a between the resistors R1 and R2 connected in series. These resistance R
A predetermined DC voltage V (for example, 12V) is applied between 1 and R2, and the body 333 is grounded.

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

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

When attempting to engage the clutch, the controller 10 inputs a trigger command to the solenoid 316 of the corresponding clutch hydraulic pressure control valve, and then outputs a command current I to a predetermined initial pressure command corresponding to the clutch hydraulic pressure initial pressure. The current is dropped, and in this state, the process waits until the end of filling (see FIG. 9 (a)).

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

As a result, the flow rate detection valve 302 is opened,
The oil from the pump that has flowed into the oil passage 329 flows into the oil chamber 327 through the oil chamber 326, and then the orifice 330,
It flows into the clutch through the oil chamber 328 and the output port 311. This oil flow continues until the clutch pack is filled with oil.

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

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

When the clutch pack is filled with oil, the filling is completed and the oil no longer flows, so there is no differential pressure before and after the orifice 330.

Therefore, the spool 325 has the spring 331.
To the restoring force of the spool 325 (A1 + A3-A)
2) Move to the right with the force added by the force.

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

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

Therefore, at the time of this returning operation, the scroll 32
No. 5 goes to the neutral position shown in FIG.
The right pressure surface overcomes the biasing force of the spring 332 and moves further to the right, and its right end surface contacts the detection pin 334.

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

The potential at the point a is input to the controller 10, and the controller 10 determines the end of filling at the fall of the potential at the point a. When it is determined that the filling is completed, the controller 10 immediately gradually increases the command current I for the clutch from the initial pressure command current value (FIG. 9 (a)).

As a result, the clutch pressure of the clutch drops from the overshoot pressure value to the initial pressure as shown in FIG. 9B, and then gradually increases. Therefore, the spool 325 temporarily moves leftward from the state of being in contact with the pin 334 toward the neutral position. After that, the clutch pressure is gradually increased and exceeds the set pressure Th of the spring 332 at a certain point. As a result, the spool 325 overcomes the biasing force of the spring 332 and moves to the right again, and its right end face contacts the detection pin 334. Therefore, the potential at the point a drops to zero again, and thereafter maintains this zero level.

That is, the potential at the point a is the set pressure T on the clutch.
When the pressure over h is zero, it becomes zero, and when the clutch pressure is below the set pressure Th, it becomes a predetermined voltage value. Therefore, the controller 10 not only detects the filling end by monitoring the potential at the point a, but also the clutch. It is possible to know the presence or absence of pressure, that is, the engagement state of the clutch.

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

The controller 10 determines based on the outputs of the engine rotation sensor 7 and the throttle amount sensor 11 whether or not the gear should be changed. When the gear is changed, this change is the main transmission (1st ← → 2nd) and auxiliary transmission (H
It is determined whether or not the switching is performed by both switching (← → L) (step 100), and if both switching is performed, the following clutch control is executed.

Now, for example, assuming that the 1st clutch and the High clutch are engaged and the 2nd speed is selected, the 2nd speed →
Assume an upshift to 3rd gear. In the 3rd speed, the 2nd clutch and the Low clutch are engaged.

With the start of the gear shift, the controller 10 first sets the clutch hydraulic pressure control valves 34 and 32 connected to the clutches on the side to be engaged in both the main and auxiliary transmissions, that is, the 2nd clutch and the Low clutch. To simultaneously start pressure oil supply (step 110, time t in FIG. 2).
0). At this time, the controller 10 applies the command value pattern as described above with reference to FIG. 9A to the solenoids of the clutch hydraulic pressure control valves 34 and 32 of the clutches to be engaged. In this command value pattern, Fig. 2 (b) (e)
As shown in, the high clutch pressure is applied to the clutch to speed up the end of filling, and the command pressure is lowered to a low level before the end of filling thereafter. Is kept low to prevent shift shock.

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

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

That is, in this case, since it is assumed that the auxiliary transmission has a smaller clutch piston capacity than the main transmission, the auxiliary transmission finishes filling earlier.

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

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

(C) Valve 3 of clutch Low on the auxiliary transmission side
The gradual increase of the hydraulic pressure with respect to 2 is started (FIGS. 2 (e) (f)).

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

Here, in the control of the main transmission side in the above (a) and (b), the oil pressure P1 of the clutch 1st to be turned off is set.
(Fig. 2 (a)) and the hydraulic pressure P2 (Fig. 2 (b)) of the clutch 2nd to be turned on are set to appropriate values so that the transmission 3 immediately before shifting and at the end of filling
The output shaft torques of 1 and 2 are made equal to prevent shift shock.

Next, the controller 10 detects that the engagement of the auxiliary shift clutch Low is completed in this state (step 160).

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

The controller 10 controls the auxiliary shift clutch Low.
When it is detected that the engagement of is completed (time t3), the following three controls are executed at this time (step 17).
0).

(E) Start hydraulic buildup control of the main transmission clutch 2nd (FIG. 2 (b)) (f) Turn off the off clutch High of the auxiliary transmission (FIG. 2)
(d)) (g) The hydraulic pressure of the on-clutch Low on the auxiliary transmission side is reduced to an appropriate low pressure value P5.

That is, during the period from the switching of the main transmission side until the hydraulic pressure of the off clutch High of the sub transmission is turned off (t2 to t3), the sub transmission side is double engaged (on clutch high and off. By turning on the clutch (Low), the intermediate shaft of the transmission is braked so that the relative rotation speed on the main transmission clutch side is brought closer to the convergence direction. That is, the load that tends to be biased toward the main transmission side is also shared by the auxiliary transmission side at the initial stage of shifting due to the braking.

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

As a method therefor, (1) speed stages by simulation or actual vehicle test,
The optimum initial pressure and build-up rate are obtained in advance using the accelerator command and the brake command as parameters, and these are stored in the memory in the controller 10 by a map method. Then, at the time of gear shifting, the initial pressure and build-up rate corresponding to the speed stage, accelerator command, and brake command are read out from this memory, and controlled by these values (2) Initial pressure P4
There is a way to ask.

After that, when the controller 10 detects that the auxiliary shift clutch Low has been engaged (time t in FIG. 2).
(5, step 200), the controller 10 starts the hydraulic buildup of the lockup clutch 6 (time t).
Five).

As described above, according to this embodiment, the intermediate shaft of the transmission is braked by double engaging the sub-transmission side at the initial stage of gear shifting, which causes the deviation toward the main transmission side at the initial stage of gear shifting. The load is also shared by the auxiliary transmission.

In the latter stage of gear shifting, first, the engagement of the main transmission is terminated to reduce the load on the clutch, and then the engagement of the auxiliary transmission is terminated, so that the remaining load on the auxiliary transmission side is reduced. The clutch load is shared by the main and auxiliary transmissions instead of shoulders.

Next, the second embodiment of the present invention will be described with reference to FIG.
This will be described with reference to the flowchart of FIG.

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

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

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

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

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

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

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

(E) Valve 3 of clutch Low on the auxiliary transmission side
The hydraulic pressure for 2 is started to increase (FIGS. 4 (e) (f)).

That is, according to the second embodiment, the brake is not applied by the auxiliary transmission as in the first embodiment, but immediately after the filling of the main transmission clutch 2nd is completed, the auxiliary transmission is not operated. The off-clutch is turned off and the on-clutch gradual increase control is started to accelerate the engagement on the auxiliary transmission side, whereby the load is shared at the initial stage of the shift. It should be noted that the second embodiment has a shorter double engagement time and is less risky than the first embodiment.

Here, in the control on the main transmission side in (a) and (d) above, the hydraulic pressure P1 of the clutch 1st to be turned off is set.
(Fig. 4 (a)) and the hydraulic pressure P2 of the clutch 2nd to be turned on (Fig. 4 (b)) are set to appropriate values so that the transmission 3 immediately before the shifting and at the end of the filling 3
The output shaft torques of 1 and 2 are made equal to prevent shift shock.

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

The controller 10 controls the auxiliary shift clutch Low.
When it is detected that the engagement of is completed (time t3), the following two controls are executed at this time (step 27).
0).

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

Next, the controller 10 detects that the engagement of the main transmission clutch 2nd is completed in this state (step 280). Then, when the controller 10 detects that the engagement of the main shift clutch 2nd is completed (time t4), the controller 10 starts the hydraulic buildup control of the sub shift clutch Low to be engaged (step 290). However, since the output torque of the main transmission at this time causes a shift shock, the initial pressure P4 and the buildup rate should be set to appropriate values.

Thereafter, when the controller 10 detects that the auxiliary shift clutch Low has been engaged (time t in FIG. 4).
(5, step 300), the controller 10 starts the hydraulic buildup of the lockup clutch 6 (time t).
Four).

As described above, according to this second embodiment, the intermediate shaft is not braked by the control of the auxiliary transmission as in the previous embodiment, but after the filling of the main transmission is completed, The off-clutch on the sub-transmission side is immediately turned off and the on-clutch is started to be engaged to accelerate the engagement on the sub-transmission side to converge the relative speed on the main transmission clutch side. The rotation speed of the intermediate shaft of the transmission is changed so as to approach the direction, so that the load is appropriately shared by the main and auxiliary transmissions in the initial stage of gear shifting.

Also in this embodiment, in the latter stage of gear shifting, the main transmission is first disengaged to reduce the load on the clutch, and thereafter the sub-transmission side is disengaged to complete the sub-transmission. On the other hand, the clutch load is shared by the main and auxiliary transmissions by taking over the remaining load.

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

The third embodiment is intended to deal with the case where the engine speed is relatively low and the pump flow rate is low, and the main and auxiliary transmissions are the same as those of the second embodiment. Is not started at the same time, but the auxiliary transmission side is filled earlier than the main transmission side.

That is, in the case of switching both the main transmission and the sub transmission, the controller 10 first sets the clutch hydraulic control valve 32 connected to the clutch on the side to be engaged in the sub transmission, that is, the Low clutch. To start the pressure oil supply (time t0 in FIG. 5).

Next, the controller 10 confirms the end of filling from the output of the filling detection sensor 303 provided in the valve 32 connected to the auxiliary shift clutch Low, and the sensor 303 sends the above-mentioned filling end detection signal. At the time of input (time t1), the hydraulic pressure of the sub speed change clutch Low is maintained at an appropriate low pressure value P3 (FIG. 5 (e)), and pressure oil is supplied to the main speed change clutch 2nd to be engaged. Start (Fig. 5 (b)).

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

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

(C) The hydraulic pressure of the main speed change clutch 2nd for which the end of filling has been detected is maintained at a predetermined low pressure value P2. (Fig. 4 (b) (c)).

(E) Valve 3 of clutch Low on the auxiliary transmission side
The hydraulic pressure for 2 is started to increase (FIGS. 4 (e) (f)).

Next, when the controller 10 detects the end of the engagement of the auxiliary shift clutch Low in this state and the end of the engagement of the auxiliary shift clutch Low (time t3), this time point is reached. The following three controls are executed with.

(A) Auxiliary shift clutch High to be turned off
(Fig. 5 (d)) (b) Start hydraulic buildup control of the main transmission clutch 2nd (Fig. 4 (b)) (b) Adjust the hydraulic pressure of the on-transmission Low on the auxiliary transmission side to an appropriate value. Lower to low pressure P3.

Next, the controller 10 detects that the engagement of the main speed change clutch 2nd is completed in this state, and when the engagement of the main speed change clutch 2nd is detected (time t4), the engagement is started. The hydraulic buildup control of the sub shift clutch Low to be started is started.

After that, when the controller 10 detects that the engagement of the auxiliary shift clutch Low is completed (time t
5) Control to start buildup of hydraulic pressure of the lockup clutch 6.

In other words, this embodiment is a combination of the control for making the filling of the auxiliary shift clutch faster than that of the main shift clutch, and the control of the first embodiment described above. The control for making the filling of the auxiliary shift clutch faster than that of the main shift clutch may be combined with the embodiment.

Although the above embodiment shows the case of upshifting, the same control is performed during downshifting.

Further, in the above-mentioned embodiment, the filling detection sensor 303 having the structure shown in FIG. 5 is used to detect the end of the filling. However, a filling detection sensor having another structure may be used. A time management method of setting an appropriate filling time may be used.

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

[0115]

As described above, according to the present invention,
At the initial stage of gear shifting, the load on the main and auxiliary transmissions is shared by changing the rotational speed of the transmission intermediate shaft in the direction in which the rotational speed on the main transmission side converges by the control on the auxiliary transmission side. The engagement of the main speed change clutch is promptly terminated, and after the engagement of the main speed change clutch is confirmed, the hydraulic pressure of the sub speed change clutch is gradually increased to end the engagement on the side of the sub speed change clutch to reduce the clutch load. Since the sharing is performed, it is possible to appropriately share the load in the main and auxiliary transmissions over the entire shift period, and it is possible to reliably prevent the reverse shift shock that has conventionally occurred.

[Brief description of drawings]

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

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

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

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

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

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

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

FIG. 8 is a cross-sectional view showing an internal configuration of a clutch hydraulic pressure control valve.

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

FIG. 10 is a conceptual diagram of a transmission.

FIG. 11 is a time chart for explaining the related art.

FIG. 12 is a time chart for explaining a conventional technique.

FIG. 13 is a time chart for explaining the related art.

FIG. 14 is a time chart for explaining the related art.

[Explanation of symbols]

 1 ... Engine 2 ... Torque converter 3 ... Transmission 6 ... Lockup clutch 7, 8, 9 ... Rotation speed sensor 10 ... Controller 11 ... Throttle amount sensor 12 ... Vehicle weight sensor 13 ... Shift selector 1st, 2nd ... Main shift Machines H, L ... Auxiliary transmission 301 ... Flow rate control valve 302 ... Flow rate detection valve 303 ... Filling end detection sensor

Claims (4)

[Claims] 1. A plurality of sub-shift clutches at a first stage and a plurality of main shift clutches at a second stage from a transmission input shaft, wherein a speed is obtained by combining the sub-shift clutch and the main shift clutch. A transmission control method comprising: a transmission that selects a stage; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and that cause a hydraulic pressure corresponding to an input electric command to be generated in the clutch. When the clutches to be engaged at the time of shifting are both the sub-shifting clutch and the main shifting clutch, a control method for a transmission characterized by performing the following control. (a) Operate the pressure control valves corresponding to the main shift clutch and the sub shift clutch to be engaged. (b) When the completion of the filling time of the pressure control valve corresponding to the auxiliary shift clutch to be engaged is confirmed, the hydraulic pressure of this auxiliary shift clutch is maintained at a low pressure. (c) When the completion of the filling time of the pressure control valve corresponding to the main shift clutch to be engaged is confirmed, the hydraulic pressure of this main shift clutch is maintained at a predetermined hydraulic value, and
The hydraulic pressure of the auxiliary shift clutch to be engaged is gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main shift clutch and the lockup clutch to be further turned off are turned off. (d) When the engagement of the sub-shift clutch is detected, the hydraulic pressure of the sub-shift clutch is lowered to a predetermined low pressure value, the hydraulic pressure of the main shift clutch is gradually increased at an arbitrary inclination, and the sub-shift to turn off further Turn off the clutch hydraulic pressure. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started. 2. A plurality of sub-shift clutches at a first stage and a plurality of main shift clutches at a second stage from a transmission input shaft, wherein a speed is obtained by combining the sub-shift clutch and the main shift clutch. A transmission control method comprising: a transmission that selects a stage; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and that cause a hydraulic pressure corresponding to an input electric command to be generated in the clutch. When the clutches to be engaged at the time of shifting are both the sub-shifting clutch and the main shifting clutch, a control method for a transmission characterized by performing the following control. (a) Operate the pressure control valves corresponding to the main shift clutch and the sub shift clutch to be engaged. (b) When the completion of the filling time of the pressure control valve corresponding to the auxiliary shift clutch to be engaged is confirmed, the hydraulic pressure of this auxiliary shift clutch is maintained at a low pressure. (c) When the completion of the filling time of the pressure control valve corresponding to the main shift clutch to be engaged is confirmed, the hydraulic pressure of this main shift clutch is maintained at a predetermined hydraulic value, and
The hydraulic pressures of the auxiliary shift clutch to be engaged are gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main and auxiliary shift clutches and the lockup clutch to be turned off are turned off. (d) When the engagement on the auxiliary transmission clutch side is detected, the hydraulic pressure on the auxiliary transmission clutch is lowered to a predetermined low pressure value, and the hydraulic pressure on the main transmission clutch side is gradually increased at an arbitrary inclination. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started. 3. A plurality of sub-shift clutches at a first stage and a plurality of main shift clutches at a second stage from a transmission input shaft, wherein a speed is obtained by combining the sub-shift clutch and the main shift clutch. A transmission control method comprising: a transmission that selects a stage; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and that cause a hydraulic pressure corresponding to an input electric command to be generated in the clutch. When the clutches to be engaged at the time of shifting are both the sub-shifting clutch and the main shifting clutch, a control method for a transmission characterized by performing the following control. (a) Operate the pressure control valve corresponding to the auxiliary shift clutch to be engaged. (b) When the completion of the filling time of the pressure control valve corresponding to the sub-shift clutch to be engaged is confirmed, the hydraulic pressure of this sub-shift clutch is maintained at a low pressure and the pressure corresponding to the main shift clutch to be engaged. Operate the control valve. (c) When the completion of the filling time of the pressure control valve corresponding to the main shift clutch to be engaged is confirmed, the hydraulic pressure of this main shift clutch is maintained at a predetermined hydraulic value, and
The hydraulic pressure of the auxiliary shift clutch to be engaged is gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main shift clutch and the lockup clutch to be further turned off are turned off. (d) When the engagement of the sub-shift clutch is detected, the hydraulic pressure of the sub-shift clutch is lowered to a predetermined low pressure value, the hydraulic pressure of the main shift clutch is gradually increased at an arbitrary inclination, and the sub-shift to turn off further Turn off the clutch hydraulic pressure. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started. 4. A plurality of sub-shift clutches at a first stage and a plurality of main shift clutches at a second stage from a transmission input shaft, wherein a speed is obtained by combining the sub-shift clutch and the main shift clutch. A transmission control method comprising: a transmission that selects a stage; and a plurality of pressure control valves that are individually connected to a plurality of clutches of the transmission and that cause a hydraulic pressure corresponding to an input electric command to be generated in the clutch. When the clutches to be engaged at the time of shifting are both the sub-shifting clutch and the main shifting clutch, a control method for a transmission characterized by performing the following control. (a) Operate the pressure control valve corresponding to the auxiliary shift clutch to be engaged. (b) When the completion of the filling time of the pressure control valve corresponding to the sub-shift clutch to be engaged is confirmed, the hydraulic pressure of this sub-shift clutch is maintained at a low pressure and the pressure corresponding to the main shift clutch to be engaged. Operate the control valve. (c) When the completion of the filling time of the pressure control valve corresponding to the main shift clutch to be engaged is confirmed, the hydraulic pressure of this main shift clutch is maintained at a predetermined hydraulic value, and
The hydraulic pressures of the auxiliary shift clutch to be engaged are gradually increased from the low pressure value at an arbitrary inclination, and the hydraulic pressures of the main and auxiliary shift clutches and the lockup clutch to be turned off are turned off. (d) When the engagement on the auxiliary transmission clutch side is detected, the hydraulic pressure on the auxiliary transmission clutch is lowered to a predetermined low pressure value, and the hydraulic pressure on the main transmission clutch side is gradually increased at an arbitrary inclination. (e) When the engagement of the main transmission clutch is confirmed, the hydraulic pressure of the auxiliary transmission clutch is gradually increased at an arbitrary inclination. (f) When the engagement of the auxiliary transmission clutch is confirmed, the engagement of the lockup clutch is started.