JP2001280462A - Automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a mechanically protected automatic transmission in the synchronizing control of the main gears to enable the main gears to be meshed in after stopping the revolution of a dog gear when the vehicle is stopping. SOLUTION: In the automatic transmission of the main gears having no mechanical synchronizer a control means can carry out the predetermined main gear synchronizing control and judge weather able to mesh in the gear or not comparing the revolution difference between a dog gear and a sleeve with predetermined gear in allowance. The controller alters the gear mesh in allowable value to the value nearer to zero when the vehicle is running at zero speed e.g. the controller alters the map value to the smaller value such as 10 (rpm) from the initial value for all the target main gear stages and the dog gear revolution is stopped by applying a countershaft brake control if the revolution difference is bigger than this.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle particularly applied to a large vehicle such as a tractor.

[0002]

2. Description of the Related Art In recent years, in order to reduce the burden on a driver, an automatic transmission is often used in large vehicles such as tractors and trucks. Such large vehicles are equipped with a multi-stage transmission having a splitter and a range gear as an auxiliary transmission in addition to the main gear. In this case, in order to reduce the number of parts and the cost, it is conceivable to omit the mechanical synchronizing mechanism from the main gear and to perform synchronizing control instead to achieve synchronization at the time of gear-in. Here, the synchro control mainly means performing the countershaft brake control when upshifting, and performing double clutch control when downshifting. In addition, the synchronized state means that the dog gear rotation and the sleeve rotation substantially coincide with each other in the target main gear position at the next shift destination.

[0003]

By the way, at the time of the synchro control, the rotation difference between the dog gear rotation and the sleeve rotation is compared with a predetermined gear-in permission value to judge whether the synchronization has been completed or the gear-in is possible. In other words, while the vehicle is running, the rotation of the sleeve and the rotation of the dog gear are constantly changing, so that the rotation difference allowing the gear-in has a certain width.

On the other hand, when the vehicle is stopped, the rotation of the sleeve is completely stopped. Therefore, it is preferable from the viewpoint of mechanical protection that the dog gear is completely stopped before the gear is turned on. However, if the gear-in permission value based on the above-described vehicle running is used, the gear-in is permitted before the dog gear rotation stops, which is not ideal.

Accordingly, an object of the present invention is to mechanically protect the transmission by enabling the main gear to be engaged after the dog gear rotation is stopped when the vehicle is stopped.

[0006]

SUMMARY OF THE INVENTION An automatic transmission for a vehicle according to the present invention includes a transmission including a main gear having no mechanical synchronizing mechanism, and shift control means for executing a shift control of the transmission. A gear gear rotation detecting means for detecting a dog gear rotation at a target main gear, a sleeve rotation detecting means for detecting a sleeve rotation, Vehicle speed detecting means for detecting the vehicle speed, and calculating the rotation difference between dog gear rotation and sleeve rotation,
Gear-in determination means for comparing the rotation difference with a predetermined gear-in permission value to determine whether or not gear-in is possible, and gear-in permission value changing means for changing the gear-in permission value to a value closer to zero when the vehicle speed is zero. It is a thing.

Here, the gear-in determining means determines whether gear-in is possible or not in accordance with a predetermined map.
The gear-in permission value for each target main gear when the vehicle speed is other than zero is input, and the gear-in permission value changing means changes the gear-in permission value of the map for all target main gears when the vehicle speed is zero. Is preferred.

The changed gear-in permission value may be equal for all target main gears.

Further, the rotation difference may be a value obtained by subtracting the sleeve rotation from the dog gear rotation, and the gear-in permission value after the change may be a value larger than zero.

It is preferable that a predetermined countershaft brake control is executed when it is determined that gear-in is impossible based on the gear-in permission value after the change.

[0011]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 shows an automatic transmission for a vehicle according to this embodiment. Here, the vehicle is a tractor for towing a trailer, and the engine is a diesel engine. As shown, a transmission 3 is attached to an engine 1 via a clutch 2 and an output shaft 4 (see FIG. 2) of the transmission 3 is connected to a propeller shaft (not shown) to drive a rear wheel (not shown). It is supposed to. The engine 1 is electronically controlled by an engine control unit (ECU) 6. That is, the ECU 6 reads the current engine speed and the engine load from the outputs of the engine speed sensor 7 and the accelerator opening sensor 8, controls the fuel injection pump 1a based mainly on these, and controls the fuel injection timing and fuel injection. Control the amount.

On the other hand, during shifting, engine control is executed based on a pseudo accelerator opening which is processed by the ECU 6 independently of the actual accelerator opening detected by the accelerator opening sensor 8. This is necessary particularly in the double clutch control described later.

As shown in FIG. 2, a flywheel 1b is attached to the crankshaft of the engine, and a ring gear 1c is formed on the outer periphery of the flywheel 1b.
Each time the tooth c passes, the engine rotation sensor 7 outputs a pulse, and the ECU 6 counts the number of pulses per unit time to calculate the engine speed.

As shown in FIG. 1, here, the clutch 2 and the transmission 3 are automatically controlled based on a control signal of a transmission control unit (TMCU) 9.
That is, the automatic transmission includes an automatic clutch device and an automatic transmission. The ECU 6 and the TMCU 9 are connected to each other via a bus cable or the like, and can communicate with each other.

As shown in FIGS. 1, 2, and 3, the clutch 2 is a mechanical friction clutch, and includes a flywheel 1b serving as an input side, a driven plate 2a serving as an output side, and a flywheel 1b serving as a driven wheel 2b. And a pressure plate 2b for causing frictional contact or separation from the pressure plate 2b. The clutch 2 operates the pressure plate 2b in the axial direction by a clutch booster (clutch actuator) 10, and is basically automatically connected and disconnected, so that the burden on the driver can be reduced. On the other hand, in order to enable a delicate clutch work at the time of backing at a very low speed or a sudden stop of the clutch in an emergency, the clutch pedal 1 is used here.
1, manual connection and disconnection is also possible. This is a configuration of a so-called selective auto clutch. A clutch stroke sensor 14 for detecting a clutch position (ie, a position of the pressure plate 2b);
A clutch pedal stroke sensor 16 for detecting the position of No. 1 is provided and connected to the TMCU 9 respectively.

As shown in FIG. 3, the clutch booster 10 is connected to the air tank 5 through two systems of pneumatic passages a and b shown by solid lines, and is operated by pneumatic pressure supplied from the air tank 5. One passage a is for automatic clutch connection / disconnection,
The other passage b is for clutch manual connection / disconnection. One passage a is branched into two branches, one of which is provided with solenoid valves MVC1 and MVC2 for automatic connection / disconnection in series, and the other is provided with an emergency solenoid valve MVCE. A double check valve DCV1 is provided at the junction. A hydraulically operated valve 12 attached to the clutch booster 10 is provided in the other passage b. A double check valve DCV2 is also provided at the junction of the two passages a and b. The double check valves DCV1 and DCV2 are differential pressure operated three-way valves.

The above solenoid valves MVC1, MVC2, MVCE
Is ON / OFF controlled by the TMCU 9, and when ON, the upstream side communicates with the downstream side, and when OFF, the upstream side is shut off and the downstream side is opened to the atmosphere. First, the automatic side will be described.
1 is ON / OFF simply according to ON / OFF of ignition key
It is just done. The ignition key is turned off, that is, turned off when the vehicle is stopped, and the air pressure from the air tank 5 is shut off. The solenoid valve MVC2 is a proportional control valve and can freely control the supply or discharge air amount. This is for controlling the connection / disconnection speed of the clutch. Solenoid valve MVC1, MVC2
Are ON, the air pressure of the air tank 5 switches between the double check valves DCV1 and DCV2 and is supplied to the clutch booster 10. Thereby, the clutch is disconnected. When connecting the clutch, only MVC2 is OFF
As a result, the air pressure of the clutch booster 10 becomes MVC
2 and the clutch is engaged.

Incidentally, if an abnormality occurs in the solenoid valve MVC1 or MVC2 during the clutch disconnection and either of them is turned off, the clutch is suddenly engaged against the driver's intention. Therefore, when such an abnormality is detected by the abnormality diagnosis circuit of the TMCU 9, the solenoid valve MVCE is immediately turned on.
Then, the air pressure that has passed through the solenoid valve MVCE switches the double check valve DCV1 in the opposite direction, and the clutch booster 10
, And the clutch disconnection state is maintained, and sudden clutch engagement is prevented.

Next, the manual side will be described. The master cylinder 1 according to the depression / return operation of the clutch pedal 11
The hydraulic pressure is supplied / discharged from the hydraulic valve 3 and is supplied to the hydraulic valve 12 through a hydraulic passage 13a indicated by a broken line. As a result, the hydraulic valve 12 is opened and closed, and the clutch booster 10 is opened.
The air pressure is supplied to and discharged from the clutch 2, and the manual connection and disconnection of the clutch 2 is executed. When the hydraulic valve 12 is opened, the air pressure passing therethrough switches the double check valve DCV2 to reach the clutch booster 10.

As shown in detail in FIG. 2, the transmission 3 is basically a constant-mesh type multi-stage transmission, which can shift to 16 forward speeds and 2 reverse speeds. The transmission 3 includes a main gear 18,
A splitter 17 and a range gear 19 as auxiliary transmissions are provided on the input side and the output side, respectively. Then, the engine power transmitted to the input shaft 15 is sequentially sent to the splitter 17, the main gear 18, and the range gear 19 and output to the output shaft 4.

To automatically shift the transmission 3, a gear shift unit GSU is provided. The gear shift unit GSU includes a splitter actuator 20, a main actuator 2, and a splitter actuator 17, which are in charge of shifting the splitter 17, main gear 18, and range gear 19, respectively.
1 and a range actuator 22. These actuators are also pneumatically operated similarly to the clutch booster 10 and controlled by the TMCU 9. Each gear 17,1
The current position of 8, 19 is gear position switch 2.
3 (see FIG. 1). The rotation speed of the counter shaft 32 is detected by the counter shaft rotation sensor 26, and the rotation speed of the output shaft 4 is detected by the output shaft rotation sensor 28. These detection signals are sent to TMCU9.

In this automatic transmission, a manual mode is set, and a manual shift can be performed based on a driver's shift change operation. In this case, as shown in FIG.
The connection / disconnection control of the clutch 2 and the shift control of the transmission 3 are performed by a shift instruction signal from a shift lever device 29 provided in the driver's seat as a signal. That is, when the driver performs a shift operation of the shift lever 29a of the shift lever device 29, a shift switch built in the shift lever device 29 is operated (ON), and a shift instruction signal is sent to the TMCU 9, and based on this, the TMCU 9 The clutch booster 10, the splitter actuator 20, the main actuator 21, and the range actuator 22 are appropriately operated to execute a series of shift operations (clutch disengagement → gear disengagement → gear engagement → clutch engagement). Then, the TMCU 9 displays the current shift stage on the monitor 31.

In the illustrated shift lever device 29,
R is reverse, N is neutral, D is drive, UP
Means upshift and DOWN means downshift, respectively. The shift switch outputs a signal corresponding to each of these positions. A mode switch 24 for switching the shift mode between automatic and manual is provided on the driver's seat.
A skip switch 25 is provided for switching between performing step by step and step skipping.

In the automatic shifting mode, the shift lever 29
If a is set in the D range, the shift is automatically performed according to the vehicle speed. Also in this automatic shifting mode, if the driver operates the shift lever 29a to UP or DOWN,
Upshifting or downshifting manually is possible. In the automatic shift mode, if the skip switch 25 is OFF (normal mode), the shift is performed one step at a time by one operation of the UP or DOWN of the shift lever 29a. This is effective when the loaded load is relatively large, such as when towing a trailer. Also, the skip switch 25
If it is ON (skip mode), the shift is skipped by one step. This is effective when the trailer is not towed or the load is light.

On the other hand, in the manual shift mode, the shift completely follows the driver's intention. Shift lever 29a
Is not in the D range, the shift is not performed, the current gear is held, and the shift lever 29a is moved to the U
Upshifting or downshifting is possible only when operating to P or DOWN. At this time, as described above, if the skip switch 25 is OFF, the gear is changed by one per operation.
The shift is performed step by step, and if the skip switch 25 is ON, the shift is 1
It is performed by step skipping. In this mode, the D range is an H (hold) range for holding the current gear.

An emergency gearshift switch 27 is provided in the driver's seat, and when the solenoid valve of the GSU or the like breaks down, the gearshift can be performed by manually switching the switch 27.

As shown in FIG. 2, in the transmission 3,
The input shaft 15, the main shaft 33, and the output shaft 4 are arranged coaxially, and the counter shaft 32 is arranged below them in parallel. The input shaft 15 is connected to the driven plate 2 a of the clutch 2, and the input shaft 15 and the main shaft 33 are connected.
Are rotatably supported.

First, the structure of the splitter 17 and the main gear 18 will be described. An input gear SH is rotatably attached to the input shaft 15. Further, the gears M4, M3, M2, M1,
An MR is rotatably mounted. Gear S excluding MR
H, M4, M3, M2, M1 are counter gears CH, C4, C3,
It is always meshed with C2 and C1. The gear MR is always meshed with the idle reverse gear IR, and the idle reverse gear I
R is a counter gear C fixed to the counter shaft 32
It is always meshed with R.

A dog gear 36 is provided integrally with each of the gears SH, M4,... Attached to the input shaft 15 and the main shaft 33 so that the gear can be selected.
The input shaft 15 is adjacent to the dog gear 36.
The first to fourth hubs 37 to 40 are fixed to the main shaft 33. The first to fourth hubs 37 to 40 have first to fourth hubs.
The sleeves 42 to 45 are fitted. Splines are formed on the outer peripheral portions of the dog gear 36 and the first to fourth hubs 37 to 40 and the inner peripheral portions of the first to fourth sleeves 42 to 45, and the first to fourth sleeves 42 to 45 1st to 4th hub 3
7 to 40, and simultaneously rotates with the input shaft 15 or the main shaft 33, and slides back and forth to selectively engage and disengage with the dog gear 36. Gear-in / gear-off is performed by this engagement / disengagement. The movement of the first sleeve 42 is performed by the splitter actuator 20, and the movement of the second to fourth sleeves 43 to 45 is performed by the main actuator 21.

As described above, the splitter 17 and the main gear 18 are of a constant mesh type which can be automatically shifted by the actuators 20 and 21. In particular, the spline portion of the splitter 17 has a normal mechanical synchro mechanism, but each spline portion of the main gear 18 has no synchro mechanism. For this reason, the synchronization of the dog gear and the rotation of the sleeve are performed by performing a later-described synchro control so that the gear can be shifted without a synchro mechanism. Here, in addition to the main gear 18, the splitter 17
Also, a neutral position is provided to prevent so-called rattle noise (see Japanese Patent Application No. 11-319915).

Next, the configuration of the range gear 19 will be described. The range gear 19 employs a planetary gear mechanism 34 and can be switched to either a high or low position. The planetary gear mechanism 34 includes a sun gear 65 fixed to the rearmost end of the main shaft 33, a plurality of planetary gears 66 meshed with the outer periphery thereof, and a ring gear 67 having internal teeth meshed with the outer periphery of the planetary gear 66. Become.
Each planetary gear 66 is rotatably supported by a common carrier 68, and the carrier 68 is connected to the output shaft 4. The ring gear 67 integrally has a tube portion 69, and the tube portion 69 is rotatably fitted to the outer periphery of the output shaft 4 to form a double shaft together with the output shaft 4.

The fifth hub 41 is provided integrally with the pipe section 69. An output shaft dog gear 70 is integrally provided on the output shaft 4 adjacent to the rear of the fifth hub 41. A fixed dog gear 71 is provided on the transmission case side adjacent to the front of the fifth hub 41. The fifth sleeve 46 is fitted on the outer periphery of the fifth hub 41. These fifth hub 41, output shaft dog gear 7
A spline is also formed in the fixed dog gear 71 and the fifth sleeve 46 in the same manner as described above, and the fifth sleeve 46 is always engaged with the fifth hub 41, and slides back and forth to output shaft dog gear 70 or fixed dog gear. 7
1 is selectively engaged and disengaged. The movement of the fifth sleeve 46 is performed by the range actuator 22. A mechanical synchro mechanism exists in the spline portion of the range gear 19.

When the fifth sleeve 46 moves forward, it engages with the fixed dog gear 71, and the fifth hub 41 and the fixed dog gear 71 are connected. As a result, the ring gear 67 is fixed to the transmission case side, and the output shaft 4 has a relatively large reduction ratio (4.5 here) larger than 1.
To be driven to rotate. This is the low position.

On the other hand, when the fifth sleeve 46 moves rearward, it engages with the output shaft dog gear 70,
The fifth hub 41 and the output shaft dog gear 70 are connected. Thus, the ring gear 67 and the carrier 68
Are fixed to each other, and the output shaft 4 is directly driven at a reduction ratio of 1. This is the high position. As described above, in the range gear 19, the reduction ratio between high and low is relatively different.

As a result, in the transmission 3, on the forward side, the splitter 17 performs high-low two-stage main gear 1
8, the gear can be shifted to four gears, and the range gear 19 can be changed to two gears, high and low. On the reverse drive side, high / low can be switched only by the splitter 17 to shift to two speeds.

Next, each of the actuators 20, 21, 22
Will be described. These actuators are composed of a pneumatic cylinder that operates by pneumatic pressure of the air tank 5 and a solenoid valve that switches supply and discharge of pneumatic pressure to and from the pneumatic cylinder. These solenoid valves are selectively switched by the TMCU 9 to selectively operate the pneumatic cylinder.

The splitter actuator 20 includes a pneumatic cylinder 47 having a double piston and three solenoid valves MV.
H, MVF, and MVG. MVH / ON, MVF / OF when setting the splitter 17 to neutral
F, MVG / ON. MVH / OFF, MVF / OFF, MVG / O when setting the splitter 17 to high
N. MVH to set splitter 17 low
/ OFF, MVF / ON, MVG / OFF.

The main actuator 21 is a pneumatic cylinder 4 having a double piston and in charge of operation on the select side.
8 and a pneumatic cylinder 49 having a single piston and in charge of a shift-side operation. A plurality of solenoid valves MVC, MVD, MVE and MVB, MVA are provided for each of the pneumatic cylinders 48 and 49.

The select-side pneumatic cylinder 48 has an MVC /
At the time of OFF, MVD / ON, MVE / OFF, the main gear moves downward in the figure, and 3rd, 4th or N3 of the main gear can be selected, and MVC / ON, MVD / OFF, MVE / O
When it is N, it is neutral, and it is possible to select 1st, 2nd or N2 of the main gear, and MVC / ON, MVD / OFF,
At the time of MVE / OFF, it moves upward in the figure, and makes it possible to select Rev or N1 of the main gear.

The shift side pneumatic cylinder 49 is an MVA / O
N, neutral at MVB / ON, N
1, N2 or N3 can be selected, MVA / ON, MV
When it is B / OFF, it moves to the left side of the figure,
d, 4th or Rev can be selected, and MVA / OF
In the case of F, MVB / ON, it moves to the right side of the figure, and 1st or 3rd of the main gear can be selected.

The range actuator 22 includes a pneumatic cylinder 50 having a single piston and two solenoid valves MV.
I, MVJ. The pneumatic cylinder 50 is an MV
In the case of I / ON, MVJ / OFF, it moves to the right side of the figure, and the range gear is set to high. In the case of MVI / OFF, MVJ / ON, it moves to the left side of the figure, and the range gear is set to low.

The countershaft 32 is provided with a countershaft brake 27 in order to brake the countershaft 32 during the synchro control described later. The countershaft brake 27 is a wet-type multi-plate brake, and operates by the air pressure of the air tank 5. An electromagnetic valve MV BRK is provided to switch between supply and discharge of the air pressure. When the solenoid valve MV BRK is ON, air pressure is supplied to the countershaft brake 27, and the countershaft brake 27 is activated. Solenoid valve MV BRK is OF
At the time of F, air pressure is discharged from the countershaft brake 27, and the countershaft brake 27 is deactivated.

Next, the contents of the automatic shift control will be described. T
The MCU 9 stores a shift-up map shown in FIG. 4 and a shift-down map shown in FIG.
9 executes an automatic shift according to these maps when in the automatic shift mode. For example, in the shift-up map of FIG. 4, gears n (n is an integer from 1 to 15) to n
The shift-up diagram to +1 is determined by a function of the accelerator opening (%) and the output shaft rotation (rpm). Then, on the map, only one point is determined from the current accelerator opening (%) and the output shaft rotation (rpm). During acceleration of the vehicle, the rotation of the output shaft 4 connected to the wheels gradually increases. Therefore, in the normal automatic shift mode, the gear is shifted up by one step each time the current point exceeds each diagram. At this time, if the skip mode is selected, the diagram is alternately skipped one by one to shift up by two stages.

Similarly, in the shift-down map of FIG. 5, gears n + 1 (n is an integer from 1 to 15) to n
The shift down diagram is determined by a function of the accelerator opening (%) and the output shaft rotation (rpm).
Then, on the map, only one point is determined from the current accelerator opening (%) and the output shaft rotation (rpm).
During deceleration of the vehicle, the rotation of the output shaft 4 gradually decreases.
Each time a point crosses over each diagram, downshifting is performed one stage at a time.
In the skip mode, the diagram is alternately skipped one by one to shift down by two stages.

On the other hand, in the manual mode, the driver can freely shift up and down regardless of these maps. In the normal mode, one shift can be performed by one shift change operation, and in the skip mode, two shifts can be performed by one shift change operation.

The TMCU 9 converts the current vehicle speed from the current output shaft rotation value detected by the output shaft rotation sensor 28, and displays it on a speedometer. That is, the vehicle speed is indirectly detected from the output shaft rotation, and the output shaft rotation is proportional to the vehicle speed.

Next, the contents of the synchro control will be described.

As shown in FIGS. 6 and 7, the TMCU 9 includes the number of teeth Z _SH , Z _{1 to} Z ₄ , Z _R , Z _CH , Z _{C1 to} Z _C4 , Z Z of each gear in the splitter 17 and the main gear 18.
_{The CR} and the high-low reduction ratio in the range gear 19 are stored in advance. Therefore, the TMCU 9 determines the dog gear rotation (the target main gear position) of the main gear 18 to be shifted next time based on the number of gear teeth of the main gear 18 and the counter shaft rotation (rpm) detected by the counter shaft rotation sensor 26. rpm).
The TMCU 9 also controls the sleeve rotation (rpm) of the main gear 18 based on the reduction ratio of the gear (target range gear) of the range gear 19 to which the next gear is shifted and the output shaft rotation (rpm) detected by the output shaft rotation sensor 28. ) Is calculated.

In the left column of the table in FIG. 7, the words "1st", "2nd"... "Rev" described at the left end indicate the target main gear. Also, “1st” and “2” in parentheses
The words "nd",... indicate the target gear positions of the entire transmission which each target main gear position handles. For example, “1st” (gear M1) of the main gear 18 is assigned to “1st”, “2nd”, “9th”, “1” for the entire transmission.
0th ". The words in parentheses are separated from the first two and the last two by the low / high range gear 19. For example, in the case of the main gear "1st", "1st" and "2nd" are range gear low, and "9th" and "10th" are range gear high. Then, in the first two or the last two, the front and the rear are separated by the low / high of the splitter 17. For example, if the main gear is “1st” and the range gear is low, the transmission is “1st” when the splitter is low and the transmission is “2nd” when the splitter is high. When the main gear is “1st” and the range gear is high, the transmission is “9th” with the splitter low, and the transmission is “10t” with the splitter high.
h ". "2nd", "3r" of the target main gear
The same applies to “d” and “4th”.

In the target main gear "Rev", the splitting by the range gear 19 is not performed, and the splitting is performed only by the splitter 17. Reverse "h" with splitter high
"high" and reverse "low" in the splitter row.

The right column of the table in FIG. 7 shows a formula for calculating the dog gear rotation (rpm). For example, the target main gear "1st"
Then, the gear ratio Z _C1 / Z _{1 is} added to the value detected by the counter shaft rotation sensor 26 (counter shaft rotation (rpm)).
Is the rotation of the dog gear 36 fixed to the gear M1, that is, the dog gear rotation (rpm). At the target main gear stage “Rev”, the value obtained by multiplying the countershaft rotation (rpm) by the gear ratio C _Rev (here, 0.45) is the dog gear rotation (rp).
m).

On the other hand, the lower part of FIG. 7 shows the rotation of the sleeves 43, 44, 45 of the main gear 18, that is, the rotation of the sleeve (rpm).
Is shown. When the target range gear position of the next shift destination is High, the reduction ratio is 1, so the detection value (output shaft rotation (rpm)) of the output shaft rotation sensor 28 becomes the sleeve rotation (rpm) as it is. When the target range gear is Low, the reduction ratio is C _RG = 4.5
Therefore, the output shaft rotation (rpm) is reduced by the reduction ratio C _RG
Is the sleeve rotation (rpm).

In the synchro control, the dog gear rotation and the sleeve rotation are controlled so as to approach a range where the gear can be engaged. Specifically, a rotation difference ΔN = (dog gear rotation−sleeve rotation) is calculated, and control is performed such that this value falls within a range in which gear-in is possible. In the upshift, since dog gear rotation> sleeve rotation is performed immediately before gear-in, countershaft brake (hereinafter referred to as CSB) control is performed to reduce dog gear rotation. Conversely, in a downshift,
Normally, dog gear rotation <sleeve rotation immediately before gear-in, so double clutch control is performed to increase dog gear rotation.

The double clutch control is as follows.
As shown in FIG. 8, when a speed change instruction signal at time t _1, first clutch disconnection, performs gear disengagement. Gear removal is
Position immediately after the clutch has begun to cut, starting at position p ₁ immediately enters the half clutch region other words. Engine control from the time when the clutch position reaches the p _1, the process proceeds to control based on the pseudo accelerator opening away from the actual accelerator opening degree. At this time, the engine rotation is increased to a rotation (target engine rotation) that is sufficient to accelerate the countershaft and allows the dog gear rotation to substantially match the sleeve rotation at the target main gear, and when this rotation is reached. The rotation is kept constant.

After the gear has been disengaged, the clutch is momentarily connected, whereby the dog gear rotation rises to a rotation at which gear-in is possible. Immediately thereafter, the clutch is disengaged again, and gear-in is performed. Gear-engaging the position where the immediately preceding end clutch disengaging, starting from the position p ₂ immediately before exiting from the half clutch region other words. Immediately after the end of the gear-in, the clutch is reconnected, and when the clutch is completely engaged, the double clutch control ends, and the rotation of the engine and the countershaft shifts to rotation according to the actual accelerator opening.

When the entire transmission is downshifted, there are times when both downshifting of the range gear and double clutch control are executed. In the table of FIG. 7, 9th →
This is the case of 7th, 9th → 8th, 10th → 8th. At this time, if these orders are not properly determined, the entire shift time is unnecessarily lengthened.

That is, since the range gear has a relatively large difference in reduction ratio between high and low, it takes a long time to downshift even if it has a mechanical synchronization mechanism. Double clutch control also takes a relatively long time because the clutch is engaged once and the rotation is adjusted between gear disengagement and gear in. Therefore, if these operations are performed sequentially, the entire shift time becomes longer.

Therefore, in the present apparatus, when downshifting the entire transmission accompanied by downshifting of the range gear, the downshifting of the range gear and the double clutch control are performed at the same time to shorten the entire shifting time. This will be described below.

In the present apparatus, the shift pattern is divided between when the entire transmission is downshifted with downshifting of the range gear and when it is not downshifted. FIG. 9 shows a program for this shift pattern determination. When there is a shift instruction, the TMCU 9 first determines in step 101 whether or not there is a shift in the range gear. Step 1 when there is no range gear shift
Proceeding to 04, a shift A pattern is selected. The shift A pattern is a pattern that shifts according to the chart of FIG. 10, and is a normal shift pattern. If there is a range gear shift, the routine proceeds to step 102, where it is determined whether the shift is downshifting (H → L). If the shift is up, the process proceeds to step 104 to select the shift A pattern. If the shift is down, the process proceeds to step 103 to select the shift B pattern. The shift B pattern is a pattern that shifts according to the chart of FIG. 11, and is a shift pattern performed in a relatively special case.

In FIGS. 10 and 11, there is a time axis from the top to the bottom of the figures, and the items shown side by side indicate that they are performed simultaneously or at the same time. For example, in FIG. 10, step 201 and step 202 are performed simultaneously.

Shift A pattern without downshift of the range gear. As shown in FIG. 10, first, when there is a main gear shift, the routine proceeds to step 201, where the main gear is disengaged. At this time, if there is also a shift of the splitter, the routine proceeds to step 202, where the gear of the splitter is released (shift is released). The condition at this time is that the clutch position is p
It is on the other side than ₁ . This is indicated as “clutch position> p ₁ ”. Of course, when only one of the main gear and the splitter is shifted, one of the two steps is omitted. Note that there is no case of shifting with only the range gear.
As shown in the table of FIG. 7, skip seven steps at a stretch (ex.2nd → 10
th).

Next, steps 203, 204 and 205 are performed simultaneously. In step 203, the main gear is selected in accordance with the gears M1, M2,.
The condition is that the main gear is in neutral. In step 204, if there is a shift in the range gear, the gear removal and the gear in are performed simultaneously. This is because, as shown in FIG. 2, due to the structure of the range actuator 22, the extraction and the in are performed at the same time. Conditions at this time (designated "clutch position> p _2") or the clutch position is sectional side than p _2, or the main gear is that it is neutral. In step 205, a gear-in (shift-in) of the splitter is performed. Condition is Step 2
04 similar clutch position> is p ₂ or main gear = N. As a result, the engine power can be transmitted to the counter shaft 32, and the double clutch can be controlled. In the case of shifting only with the splitter, shifting is completed here.

In step 206, synchro control is executed. The condition here is that the main gear is N, and the shift of the splitter and the range gear has been completed. When dog gear rotation−sleeve rotation> M ₁ (set value), that is, when upshifting, countershaft brake control is performed to reduce the dog gear rotation to near the sleeve rotation.
On the other hand, when dog gear rotation−sleeve rotation <M ₂ (set value), double clutch control is performed to increase the dog gear rotation to near the sleeve rotation.

When the synchronization of the main gear is completed in this way, the routine proceeds to step 207, where the main gear is engaged. Conditions here, the main gear has completed selection (step 203), the absolute value of the difference between the target counter shaft rotation and the current counter shaft rotation is below the gear-possible value alpha, and the clutch position> p ₂ and It is becoming. Thus, the shift A pattern is completed.

Next, a shift B pattern accompanied by downshifting of the range gear will be described. As shown in FIG. 11, since the main gear must be shifted here (see FIG. 7), the routine proceeds to step 302, where the main gear is disengaged. Conditions is a step 201 similar to the clutch position> p _1. At this time, if there is also a shift of the splitter, the gear of the splitter is released in step 301 prior to step 302, and
At the same time as step 2, the splitter is geared in at step 303. The execution conditions of steps 301 and 303 are
Same as 2,205.

Next, steps 304, 305 and 306
At the same time. In step 304, the main gear is selected as in step 203. In step 305, as in step 204, the range gear is disengaged and the gear is shifted in, that is, downshifted. In step 306, step 20
Synchronous control is performed in the same manner as in step 6.

After completing these steps, the main gear is engaged in step 307 as in step 207, and the shift B pattern ends.

As described above, the downshift of the range gear, which requires a relatively long time, and the double clutch control are performed at the same time, so that the entire shift time can be reduced.

By the way, in the shift A and B patterns, it is determined in steps 206 and 306 whether or not the synchro control is necessary. At this time, the width and the value of the rotation difference ΔN at which the gear can be engaged are different between the upshift (CSB control) and the downshift (double clutch control). The same applies to whether the target main gear is high or low. Therefore, if the gear difference is judged simply by comparing the rotation difference ΔN with the same value, sometimes the conditions are too severe to make the control difficult, and sometimes the conditions are too loose to make the gear ring and the gear cannot be engaged. Failure occurs.

Therefore, in this apparatus, different maps are used according to the magnitudes of the dog gear rotation and the sleeve rotation, and the possibility of gear-in is determined from these maps so that the gear-in determination at the time of synchro control is optimally performed. did. This will be described below.

FIG. 12 is a flowchart for selecting a map, and FIG.
3 shows gear-in permission maps A and B. The flow of FIG. 12 is repeatedly executed by the TMCU 9 at every predetermined control time (ex. 32 ms) in the synchro control.

Referring to FIG. The TMCU 9 first calculates the sleeve rotation (rpm) in the first step 401 based on the calculation formula in the lower part of FIG. Note that the sleeve rotation value is the same regardless of the target main gear. Next, step 4
02, dog gear rotation in target main gear (rpm)
Is calculated based on the calculation formula in the table in the upper part of FIG. As described above, the dog gear rotation and the sleeve rotation are detected indirectly from the values of the counter shaft rotation and the output shaft rotation, respectively.

Next, at step 403, the magnitudes of the dog gear rotation and the sleeve rotation are compared. If dog gear rotation> sleeve rotation, the routine proceeds to step 404, where it is determined from the map A whether gear-in is possible or not. This is the same as determining whether or not CSB control is required. On the other hand, if dog gear rotation ≦ sleeve rotation (substantially dog gear rotation <sleeve rotation), the routine proceeds to step 405, where it is determined from the map B whether gear-in is possible or not. This is the same as determining whether double clutch control is required. This ends the flow.

Next, referring to FIG. In this figure, map A and map B are shown together for convenience. ○ is map A, △
Indicates the value of map B. The values of ○ and Δ are shown in FIG.
The gear-in permission values M ₁ and M ₂ in steps 206 and 306 in FIG. 11 are obtained. The values of ○ and の 通 り are as shown in FIG.

At a certain target main gear, the rotation difference Δ
If N = (Dog gear rotation)-(Sleeve rotation) is within the range of ○ and △ (including the numerical values of △ and △), gear-in is permitted. In other words, in this case, steps 206 and 306 to steps 207 and 307 in FIGS.
And in steps 207 and 307, the absolute value of “(target countershaft rotation−current countershaft rotation) is α
The following condition is satisfied. In other words, the condition ".alpha. Or less" is the same as that the rotation difference .DELTA.N falls within the range between .largecircle.

Here, the method of obtaining the target countershaft rotation will be described. First, the target engine rotation is calculated by multiplying the current output shaft rotation by the gear ratio of the target gear stage as the entire transmission. Then, based on the target engine speed and the high / low of the splitter in the target gear, the target countershaft rotation is obtained by the following conversion formula.

N _C = (Z _SH / Z _CH ) × N _E (when the splitter is high) N _C = (Z ₄ / Z _C4 ) × _NE (when the splitter is low) where N _E : engine rotation, N _C : counter Shaft rotation If the current countershaft rotation (= detection value by the countershaft rotation sensor) is adjusted to this target countershaft rotation, the dog gear rotation naturally matches the sleeve rotation at the target main gear stage, and synchronization is achieved. α is eventually the absolute value of the value of ○ or Δ.

On the other hand, in FIG. 13, when the rotation difference ΔN is a value larger than ○, gear-in is disabled and CSB control is performed.
When the rotation difference ΔN is smaller than △, the gear cannot be engaged and the double clutch control is performed. In this way, it is possible to determine the optimal gear-in availability for each main gear.

Here, in the map A, the value of ○ is sequentially increased as the main gear is increased, and in the map B, the value of △ is zero on the low speed side (Rev, 1, 2) and negative on the high speed side. Is the value of Such a tendency is mainly caused by the dog tooth shape, and is affected by inertia.
As can be seen from the map, the range of the rotational difference at which gears can be engaged is narrower at lower speed stages, and the range of rotational differences at which gears can be engaged is wider at higher speed stages. According to the present control, the strictness of the control can be optimally determined for each main gear stage in consideration of such characteristics of the main gear.

While the vehicle is running, the rotation of the sleeve and the rotation of the dog gear are constantly changing, so that the rotation difference allowing the gear-in has a certain width as described above. On the other hand, when the vehicle is stopped, the rotation of the sleeve is completely stopped. Therefore, it is desirable to completely stop the rotation of the dog gear before the gear-in operation is performed for mechanical protection. However, if the above-described gear-in permission value is used assuming that the vehicle is running, gear-in is permitted before the dog gear stops rotating, which is not ideal. Therefore, according to the following control, when the vehicle is stopped, the rotation of the dog gear is substantially stopped, and then the main gear is engaged.

That is, since dog gear rotation> sleeve rotation always occurs when the vehicle is stopped, when the vehicle speed is zero, the gear-in permission value in the map A is set to a value closer to zero (here, 10 (rpm)).
If the rotation difference ΔN is larger than the value, the CSB control is performed, and the gear-in is permitted after the dog gear rotation is substantially stopped. When this is shown on the map,
When the vehicle speed is zero, the value of 、 is changed to the value of に つ い て for all target main gears. After all, the value of ○ is a gear-in permission value when the vehicle speed is other than zero.

For all the target main gears, the value of □ is equal to 10 (rpm), and is smaller than the value of ○ of 20 to 120 (rpm). Therefore, although the gear-in condition becomes severe, the CSB may be applied until the countershaft is almost completely stopped, so that the control becomes easier.

Normally, when the vehicle is stopped, the engine is idling, the clutch is engaged, the main gear N is in the state, and the splitter is H or L, so that the counter shaft is rotating. Note that the output shaft rotation is zero. At this time, if there is a shift instruction to start the vehicle, the clutch is disconnected, and the input is cut off, so that the countershaft attempts to stop. During this stop process, the countershaft becomes 1
The gear-in waits until the speed becomes 0 (rpm) or less, and the CSB is actively applied so that the speed becomes less than 0 (rpm).

The change of the gear-in permission value is performed according to the flow of FIG. TMCU 9 starts with step 50
In step 1, it is determined whether or not the synchronization control is currently being performed. If the synchro control is not being performed, this flow is terminated. In step 502, it is determined whether or not the current output shaft rotation detected by the output shaft rotation sensor 28 is 0 (rpm). This is the same as determining whether the current vehicle speed is 0 or not. If it is not 0, the process proceeds to END, and if it is 0, the process proceeds to step 503. In step 503, the gear-in permission value is uniformly changed to 10 (rpm) for all target main gears. This completes the change of the map value. If ΔN ≦ 10 (rpm), gear-in is possible, and if ΔN> 10 (rpm), CSB control is performed.

As described above, the embodiments of the present invention are not limited to those described above. For example, the changed gear-in permission value may not be equal for all target main gears. Further, the “vehicle speed zero” of the present invention includes a case where the vehicle speed is substantially zero, and also includes a value near zero, for example, several km / h.

[0087]

According to the present invention, the main gear can be engaged after the dog gear has stopped rotating when the vehicle is stopped, and an excellent effect of mechanically protecting the transmission can be exhibited.

[Brief description of the drawings]

FIG. 1 is a configuration diagram illustrating an automatic transmission for a vehicle according to an embodiment.

FIG. 2 is a configuration diagram illustrating an automatic transmission.

FIG. 3 is a configuration diagram showing an automatic clutch device.

FIG. 4 is a shift-up map.

FIG. 5 is a downshift map.

FIG. 6 shows the number of teeth of each gear in the transmission.

FIG. 7 shows a calculation formula for dog gear rotation and sleeve rotation.

FIG. 8 is a time chart showing the contents of double clutch control.

FIG. 9 is a flowchart showing a shift pattern determination program.

FIG. 10 is a flowchart showing the contents of a shift A pattern.

FIG. 11 is a flowchart showing the contents of a shift B pattern.

FIG. 12 is a flowchart for selecting a map.

FIG. 13 shows a gear-in permission map.

FIG. 14 shows numerical values of a gear-in permission map.

FIG. 15 is a flowchart for changing a gear-in permission value.

[Explanation of symbols]

2 Clutch 3 Transmission 6 Engine Control Unit 9 Transmission Control Unit 10 Clutch Booster 17 Splitter 18 Main Gear 19 Range Gear 20 Splitter Actuator 21 Main Actuator 22 Range Actuator 26 Counter Shaft Rotation Sensor 27 Counter Shaft Brake 28 Output Shaft Rotation Sensor 36 Dog Gear 43,44 , 45 Main gear sleeve M ₁ , M ₂ Gear-in permission value ΔN Rotational difference

Claims (5)

[Claims] 1. A transmission including a main gear having no mechanical synchronizing mechanism, and a shift control means for executing a shift control of the transmission, wherein a predetermined synchro control is executed when shifting the main gear. Dog gear rotation detection means for detecting dog gear rotation in a target main gear stage, sleeve rotation detection means for detecting sleeve rotation, vehicle speed detection means for detecting vehicle speed, dog gear rotation and sleeve A gear-in determining means for calculating a rotation difference of rotation and comparing the rotation difference with a predetermined gear-in permission value to determine whether or not gear-in is possible; and when the vehicle speed is zero, the gear-in permission value is changed to a value closer to zero. An automatic transmission for a vehicle, comprising: a gear-in permission value changing unit. 2. The gear-in determining means determines whether gear-in is possible or not according to a predetermined map, and the map includes a gear-in permission value for each target main gear when the vehicle speed is other than zero. 2. The automatic transmission according to claim 1, wherein the permission value changing means changes the gear-in permission value of the map for all target main gear stages when the vehicle speed is zero. 3. The automatic transmission according to claim 1, wherein the changed gear-in permission value is equal for all target main gears. 4. The automatic vehicle according to claim 1, wherein the rotation difference is a value obtained by subtracting a sleeve rotation from a dog gear rotation, and the changed gear-in permission value is greater than zero. Transmission. 5. The automatic transmission according to claim 1, wherein a predetermined countershaft brake control is executed when it is determined that gear-in is impossible based on the gear-in permission value after the change.