JPH0749129Y2 - Controller for multi-speed transmission with compound clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a first counter shaft having a plurality of first spur gears for odd shift speeds and a plurality of second counter shafts for even shift speeds.
Second counter shaft having a transmission spur gear, first and second counter shaft selecting clutches for selectively transmitting the rotational power of the input shaft to each counter shaft, and a plurality of counter shafts for each counter shaft. The present invention relates to a control device for a multi-clutch multi-stage transmission having individually arranged and first and second gear selection clutches for selectively transmitting the rotational power of each transmission spur gear to an output shaft.

[Prior Art] In a conventional control device for a multi-clutch multi-stage transmission, when performing a two-step shift, the counter shaft selection clutch is temporarily disengaged and the gear selection clutch is used to switch the transmission spur gear. After that, the counter shaft selecting clutch was in the engaged state. As a prior art,
There is a publication of 2-67156.

[Problems to be Solved by the Invention] In the above-described conventional configuration, the transmission of power is temporarily interrupted completely, resulting in a feeling of idling. In addition, since the engine speed is not controlled during the shift, the engine speed changes rapidly when the clutch is engaged, causing a shock.

[Means for Solving the Problems] In order to solve the above problems, a control device for a multi-clutch multi-stage transmission according to the present invention includes a first counter having a plurality of first spur gears for odd gears. Shaft, a second counter shaft having a plurality of second speed change spur gears for even speed stages, and first and second counters for selectively transmitting the rotational power of the input shaft to each counter shaft. A shaft selection clutch,
Control of a multi-clutch multi-stage transmission having a plurality of clutches arranged on each counter shaft and having first and second gear selection clutches for selectively transmitting rotational power of each transmission spur gear to an output shaft A device, a vehicle speed sensor for detecting a vehicle speed, an accelerator opening detection sensor for detecting an accelerator opening, a shift map storage means for storing a shift map,
Optimal gear stage determination means for determining the optimal gear stage based on signals from the vehicle speed sensor, accelerator opening detection sensor, and shift map storage means, current gear stage determination means for determining the current gear stage, and optimal gear stage determination means And a signal from the current gear stage determination means, a two-stage shift determination means for determining that two shifts are required, an optimum gear stage determination means, a current gear stage determination means, and a two-stage shift determination means. A control signal output means for outputting a control signal for controlling each counter shaft selection clutch and each gear selection clutch is provided, and when the two-stage shift determination means determines that two-stage shift is necessary, A half-clutch state is maintained at an intermediate gear between the optimum gear and the current gear, and the counter shaft selection clutch on the optimum gear side is disengaged so that the spur gears for the optimum gear shift. And the counter shaft are connected by a gear selection clutch, and then the intermediate gear stage side counter shaft selection clutch is disengaged and the optimum gear stage side counter shaft selection clutch is engaged. It is a thing.

[Operation] When the two-stage shift determination means determines that two shifts are necessary, the half-clutch state is maintained at the intermediate gear between the optimum gear and the current gear, and the counter shaft on the optimum gear side is maintained. Optimum with the selection clutch in the non-engaged state The spur gear for gear shift and the counter shaft of the optimum gear stage are connected by the gear selection clutch, and then the counter shaft selection clutch on the intermediate gear stage side is disengaged and optimal Put the counter shaft selection clutch on the gear stage into the engaged state.

[Embodiment] Fig. 2 is a skeleton diagram of a multi-clutch multi-stage transmission controlled by a control device according to an embodiment of the present invention, in which an input shaft 2 of a transmission 1 is constituted by an output shaft of a torque converter 3. The output shaft 4 of the transmission 1 is arranged in line with the input shaft 2. Counter shafts 5 and 6 are arranged in parallel with the input shaft 2 and the output shaft 4, and the counter shaft 5 has a gear 7, a spur gear 8 for the fifth speed, and a spur gear 8 for the third speed. A spur gear 9, a speed change spur gear 10 for the first speed, and a reverse speed change spur gear 11 are rotatably fitted. Further, the counter shaft 5 includes a counter shaft selection clutch 12 for switching between a state in which the gear 7 and the counter shaft 5 are coupled and a state in which these couplings are disengaged, a spur gear 8 for the fifth speed, and a counter. A gear selection clutch 13 that switches between a state in which the shaft 5 is connected, a state in which the speed changing spur gear 9 for the third speed and the counter shaft 5 are connected, and a state in which these connections are released, and a gear for the first speed. The gear selection clutch 14 is switched between a state in which the speed change spur gear 10 and the counter shaft 5 are connected, a state in which the reverse speed change spur gear 11 and the counter shaft 5 are connected, and a state in which these connections are released. And are installed. On the counter shaft 6, a gear 16, a 6th speed shifting spur gear 17, a 4th speed shifting spur gear 18, and a 2nd speed shifting spur gear 19 are rotatable. It is fitted. Further, the counter shaft 6 includes a counter shaft selection clutch 20 for switching between a state in which the gear 16 and the counter shaft 6 are coupled and a state in which these couplings are released, a spur gear 17 for the sixth speed, and a counter. A gear selection clutch 21 that switches between a state in which the shaft 6 is connected, a state in which the speed changing spur gear 18 for the fourth speed and the counter shaft 6 are connected, and a state in which these connections are released,
A gear selection clutch 22 that switches between a state in which the second speed transmission spur gear 19 and the counter shaft 6 are connected and a state in which the connection is released is attached. A gear 23 meshing with the gear 7 and a gear 24 meshing with the gear 16 are fitted and fixed to the input shaft 2 of the transmission 1, and the output shaft 4 of the transmission 1 is used for the fifth speed. A gear 25 that meshes with the speed changing spur gear 8 and the sixth speed changing spur gear 17, and a gear that meshes with the third speed changing spur gear 9 and the fourth speed changing spur gear 18.
26, a gear 27 that meshes with the first speed changing spur gear 10 and the second speed changing spur gear 19, and a gear 28 are fitted and fixed, and the gear 28 is for reverse speed changing. It meshes with an intermediate gear 29 that meshes with the spur gear 11.

That is, the counter shaft 5 constitutes a first counter shaft for the first, third and fifth speeds, and the counter shaft 6 is a second counter shaft for the second, fourth and sixth speeds.
Constitutes the counter axis of. The spur gears for shifting 10,9,8
Constitutes the first speed change spur gear for the 1st, 3rd and 5th speeds,
The speed change spur gears 19, 18, and 17 constitute a second speed change spur gear for the second, fourth, and sixth speeds. In addition, the counter shaft selection clutch 12
Constitutes a first counter shaft selecting clutch for the first, third and fifth speeds, and the counter shaft selecting clutch 20 constitutes a second counter shaft selecting clutch for the second, fourth and sixth speeds. is doing.
The gear selection clutches 14 and 13 constitute a first gear selection clutch for the first, third and fifth speeds.
22 and 21 form a second gear selection clutch for the second, fourth and sixth speeds.

FIG. 1 is a schematic overall configuration diagram of a control device according to an embodiment of the present invention. A control circuit 31 is composed of, for example, a microcomputer, and is composed of a RAM, a ROM or the like, and a memory 32 for storing programs and various data. And a CPU 33 that performs various arithmetic processes based on a program. The memory 32 includes shift map storage means 34 for storing a shift map for shift up as shown in FIG. 3 and a shift map for shift down as shown in FIG. The CPU 33 is an optimum gear position determination means 37 for determining an optimum gear position from the vehicle speed signal from the vehicle speed sensor 35, the accelerator opening signal from the accelerator opening detection sensor 36, and the shift map stored in the shift map storage means 34. , A current gear stage determination means 38 for determining the current gear stage from a signal from a gear stage detection sensor (not shown) or the rise of shift hydraulic pressure
And the optimum gear stage determination means 37 and the current gear stage determination means 38
2 counter shift judging means 40 for judging that the 2nd gear shift is required by the signal from the optimum gear position judging means 37, the present gear position judging means 38 and the 2nd gear shift judging means 40. A control signal output means 41 for outputting a control signal for controlling the shaft selecting clutches 12, 20 and the gear selecting clutches 13, 14, 21, 22 is realized by a program. The two-stage shift determination means 40 determines that the two-stage shift is necessary because the optimum gear stage determination means is during the shift operation.
It is usual that the optimum gear position judged by 37 is changed and it is necessary to shift one more gear. However, for example, when the accelerator pedal is suddenly operated, the optimum gear position is judged before the shift operation. In some cases, the difference between the optimum gear speed determined by the means 37 and the current gear speed determined by the current gear speed determination means 38 may be two. Although not shown, various signals are input to and output from the control circuit 31 via the interface circuit. Further, the control signal output from the control signal output means 41 is supplied to a plurality of solenoid valves for driving the counter shaft selection clutches 12, 20 and the gear selection clutches 13, 14, 21, 22 by these solenoid valves. Hydraulic pressure is controlled.

Next, the operation will be described. The vehicle speed signal from the vehicle speed sensor 35 and the accelerator opening signal from the accelerator opening detection sensor 36 are supplied to the optimum gear stage determination means 37, and the optimum gear stage determination means 37 is supplied.
Determines the optimum gear stage from these signals based on the shift map stored in the shift map storage means 34. The signal from the optimum gear stage determination means 37 and the signal from the current gear stage determination means 38 are supplied to the control signal output means 41, and the control signal output means 41 supplies a series of control signals for shifting to the solenoid valve. . For example, when the current gear is the fifth speed and the optimum gear is the fourth speed, a series of control signals output from the control signal output means 41 causes the counter shaft selecting clutch 12 to be disengaged from the engaged state. At the same time as switching to the state, the counter shaft selecting clutch 20 switches from the disengaged state to the engaged state. At this time, if the speed changing spur gear 18 for the fourth speed is not engaged with the counter shaft 6, the gear selecting clutch 21 before the counter shaft selecting clutch 20 is engaged.
Thus, the transmission spur gear 18 for the fourth speed is connected to the counter shaft 6. The above operation completes the shift from the fifth speed to the fourth speed.

On the other hand, the optimum gear stage determination means 37 and the current gear stage determination means
The signal from 38 is also supplied to the two-stage shift judging means 40, and 2
The 2-step shift determining means 40 determines whether or not the step shift is necessary. For example, during the shift operation from the 5th speed to the 4th speed, when the optimum gear stage is changed to the 3rd speed, the 2nd-stage shift determination means 40 is set to 2 by the signal from the optimum gear stage determination means 37.
It is determined that the stage shift is necessary, and a signal to that effect is output to the control signal determination means 41. With this, the control signal determination means
A series of control signals for shifting from 41 to the second stage are supplied to the solenoid valve, and the counter shaft selecting clutch 20 is first maintained in the half clutch state and the counter shaft selecting clutch 12
Becomes disengaged and the fifth gear is selected by the gear selection clutch 13.
The connection between the speed changing spur gear 8 and the counter shaft 5 is released, and the gear selecting clutch 13 connects the third speed changing spur gear 9 and the counter shaft 5. After that, the counter shaft selecting clutch 20 is in the disengaged state, and the counter shaft selecting clutch 12 is in the engaged state. At this time, if the fourth speed shifting spur gear 18 is not connected to the counter shaft 6 before the counter shaft selecting clutch 20 is in the half clutch state, the counter shaft selecting clutch 20 is in the half clutch state. Prior to maintaining, the spur gear 18 for the fourth speed is connected to the counter shaft 6 by the gear selection clutch 21.
The above operation completes the shift from the fifth speed to the third speed.

When the accelerator pedal is suddenly operated, the current gear position determined by the current gear position determination means 38 is the fifth gear position.
At the high speed, the optimum gear speed determined by the optimum gear speed determination means 37 may be the third speed. In this case as well, the second speed shift operation similar to that described above shifts from the fifth speed to the third speed. It

The main part of the arithmetic operation of the CPU 3 for realizing the above operation will be described with reference to the flowcharts of FIGS. 6A and 6B. First, in step 1, it is determined whether the shift prohibition flag is on. This shift prohibition flag is turned on / off in another routine, and is turned on in the situation where the shift is prohibited. If the shift prohibition flag is not on, the routine proceeds to step 2 to calculate the optimum gear stage. Next, in step 3, it is determined whether or not the current gear is blank. That is, during the shift operation, the current gear cannot be determined,
Since it is blank, it is determined whether or not the shift operation is being performed. If the current gear is not blank, proceed to step 4 to determine whether the optimum gear and the current gear are different, and if they are different, proceed to step 5 and the difference between the optimum gear and the current gear is 1 Whether or not
If it is not 1, that is, if it is 2, the routine proceeds to step 6, and if the shift identification flag is off, the shift identification flag is turned on. Next, the routine proceeds to step 7, where it is judged whether or not the spur gear for shifting, which is an intermediate gear stage between the current gear stage and the optimum gear stage, is connected to the counter shaft. The counter shaft selection clutch on the gear stage side is maintained in a half-clutch state. Next, the routine proceeds to step 9, where the counter shaft selecting clutch on the optimum gear stage side is brought into the disengaged state. Next, in step 10, the spur gear for speed change of the present gear and the counter shaft are released from each other, and the spur gear for speed change of the optimum gear is connected to the counter shaft. Next, the routine proceeds to step 11, where the counter shaft selecting clutch on the intermediate gear stage side is set to the disengaged state, and the counter shaft selecting clutch on the optimum gear stage side is set to the engaged state, and then the process returns. If the shift prohibition flag is on in step 1, the process returns. If the gear stage is currently blank in step 3, that is, if the shift operation is in progress, the routine proceeds to step 12, where it is judged whether or not the shift identification flag is on. If it is on, the routine proceeds to step 7. If the optimum gear and the current gear are the same in step 4, the process returns. If the difference between the optimum gear and the current gear is 1 in step 5, the process proceeds to step 13, and if the shift identification flag is on, the shift identification flag is turned off, and step 14
Then, it is judged whether or not the spur gear for shifting the optimum gear is connected to the counter shaft, and if so, the routine proceeds to step 11. If the speed change spur gear of the intermediate gear is not connected to the counter shaft in step 7, the process proceeds to step 16 to connect the speed change spur gear of the intermediate gear and the counter shaft, and then the process proceeds to step 8. If the speed change spur gear of the optimum gear stage is not connected to the counter shaft in step 14, the process proceeds to step 17 to connect the speed change spur gear of the optimum gear stage and the counter shaft, and then the process proceeds to step 11. If the shift identification flag is not turned on in step 12, the process proceeds to step 18 and it is determined whether or not the shift is in the optimum gear. That is, the fact that the shift identification flag is off means that there has been an instruction to shift one step based on the shift map, but the execution time interval of this flowchart is 0.02 to
0.04 seconds, switching time of counter shaft selection clutch 12, 20
0.1 to 0.2 seconds, the switching time of the counter shaft selection clutches 12 and 20 including the switching of the gear selection clutches 13, 14, 21 and 22 is 0.5 to
Since it is about 1.0 second, in the case where the two-step shift is required, it is common that the optimum gear step determined by the optimum gear step determination means 37 changes during the shift operation and the two-step shift is required. Is. Therefore, it is determined in this step whether or not the optimum gear stage has been changed.
If it is determined in step 18 that the optimum gear is being shifted, that is, if the optimum gear is not changed, the process proceeds to step 14, and if the optimum gear is not being shifted, that is, if the optimum gear is changed, step 7 is performed. Proceed to. in this way,
The 2nd-speed shift determination means 40 is, for example, 2nd from 5th speed to 3rd speed.
When it is determined that the gear shift is necessary, the counter shaft selecting clutch 20 is half-clutched at a gear intermediate between the third gear which is the optimum gear and the fifth gear which is the current gear, that is, the fourth gear. State, and the third gear counter shaft selection clutch 12 which is the optimum gear stage is disengaged to select the third gear shifting spur gear 9 and the counter shaft 5 which are the optimum gear stage. The clutch shaft 13 is engaged by the gear clutch 13 and then the fourth gear side counter shaft selecting clutch 20 which is an intermediate gear stage is brought into a non-engaged state and the third gear side counter shaft selecting clutch 12 which is an optimum gear stage is joined. Since it is in the state, the transmission of power is not completely interrupted during the shift, and thus there is no feeling of idling. Also, when the vehicle speed is 40 km / h and a two-speed shift from the fifth speed to the third speed is performed as in the transition from point A to point B in FIG. 5, the engine speed changes by about 1400 rpm, Since the half-clutch state is maintained at the intermediate fourth speed during the shift, a rapid change in engine speed is suppressed,
Shock can be reduced well.

[Other Embodiments] In the above embodiments, the case where each of the first counter shaft 5 and the second counter shaft 6 is one has been described, but the present invention is not limited to such a configuration. No, first
Of course, the present invention can be applied to a case where one or both of the counter shaft 5 and the second counter shaft 6 are plural. Of course, the gear stage is not limited to the sixth forward speed.

In the above embodiment, the input shaft 2 is composed of the output shaft of the torque converter 3. However, the present invention is not limited to such a structure, and a mechanical transmission without the torque converter 3 is used. Of course, the present invention can also be applied.

[Effects of the Invention] As described above, according to the present invention, when the two-stage shift determination means determines that two shifts are necessary, the intermediate gear between the optimum gear and the current gear is selected. With the half-clutch state maintained, the counter gear selection clutch on the optimum gear stage side is disengaged, and the speed change spur gear of the optimum gear stage and the counter shaft are coupled by the gear selection clutch, then the intermediate gear stage side. Since the counter shaft selecting clutch of 1 is set to the non-engaged state and the counter shaft selecting clutch on the optimum gear stage side is set to the engaged state, the transmission of power is not completely interrupted during the shift. I don't feel free running. Further, since the half-clutch state is maintained at the intermediate gear stage during the shift, a rapid change in the engine speed is suppressed, and the shock can be satisfactorily reduced.

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of a control device for a multi-clutch multi-stage transmission according to an embodiment of the present invention, FIG. 2 is a skeleton diagram of a multi-clutch multi-speed transmission controlled by the control device, and FIG. And FIG. 4 is an explanatory diagram of the shift map,
FIG. 5 is an explanatory view of the relationship between vehicle speed and engine speed, 6A.
FIG. 6 and FIG. 6B are explanatory diagrams of the arithmetic operation of the CPU. 2 ... Input shaft, 5 ... Counter shaft (first counter shaft), 6 ... Counter shaft (second counter shaft), 8-10
...... Speed change spur gear (first speed change spur gear), 12 …… Counter shaft selection clutch (first counter shaft selection clutch), 13,14 …… Gear selection clutch (first gear selection) Clutches), 17 to 19 ... Spur gears for speed change (second spur gears for speed change), 20 ... Counter shaft selection clutch (second counter shaft selection clutch), 21, 22 ... Gear selection Clutch (second gear selection clutch), 34 ... Shift map storage means, 35 ... Vehicle speed sensor, 36 ... Accelerator opening detection sensor, 37 ... Optimal gear stage determination means, 38 ... Current gear stage determination Means, 40 ... Two-stage shift judging means, 41 ... Control signal output means

Claims (1)

[Scope of utility model registration request] 1. A first counter shaft having a plurality of first speed changing spur gears for odd speed stages, and a second counter shaft having a plurality of second speed changing spur gears for even speed stages. A first and a second counter shaft selecting clutches for selectively transmitting the rotational power of the input shaft to the respective counter shafts; and a plurality of the spur gears for shifting each of which are arranged in plurals on the respective counter shafts. A control device for a multi-stage transmission with a compound clutch having first and second gear selection clutches for selectively transmitting rotational power to an output shaft, the vehicle speed sensor detecting a vehicle speed, and an accelerator opening degree. An accelerator opening detection sensor that detects the shift amount, a shift map storage unit that stores the shift map,
Optimal gear stage determination means for determining an optimal gear stage based on signals from the vehicle speed sensor, accelerator opening detection sensor, and shift map storage means, current gear stage determination means for determining a current gear stage, and the optimal gear stage From a two-stage shift judging means for judging that a two-stage shift is necessary, based on a signal from the judging means and the current gear stage judging means, the optimum gear stage judging means, the current gear stage judging means and the two-stage shift judging means. And a control signal output means for outputting a control signal for controlling each of the counter shaft selecting clutches and each of the gear selecting clutches in accordance with the above signal, and the two-stage shift judging means requires two-stage shift. When the judgment is made, the half-clutch state is maintained at the gear stage intermediate between the optimum gear stage and the current gear stage, and the clutch for selecting the counter shaft on the optimum gear stage side is disengaged. The transmission spur gear of the gear stage and the counter shaft are connected by a gear selection clutch, and then the intermediate shaft selection counter shaft selection clutch is disengaged and the optimum gear stage counter shaft selection clutch A control device for a multi-stage transmission with a composite clutch, characterized in that it is configured to be in a coupled state.