JP2007155019A - Vehicle automatic transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle automatic transmission device with a gear transmission having a main transmission and a range type sub transmission combined, for actualizing efficient shift control involving range change-over in a short time while preventing the breakage of a range synchronizing mechanism. <P>SOLUTION: The vehicle automatic transmission device comprises means S1-S2 for restricting engine torque into an unloading condition when a shift command is generated involving the range change-over of the sub transmission 35, means S3-S4 for actuating the neutral set of the main transmission and the range change-over of the sub transmission concurrently with the cut-off of a clutch when the engine torque is in the unloading condition, and means S5-S12 for avoiding the gearing of the range gear of the sub transmission with the main gear of the main transmission, before coming off, during these operation. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission for a vehicle including a gear-type transmission in which a range type sub-transmission is combined with a main transmission.

  In an automatic transmission for a large vehicle such as a truck, the application of a multi-stage transmission in which a sub-transmission is combined with a main transmission is expanding. In addition to the splitter system that switches from Low to High or High to Low for each sub-transmission, Low to High or High to Low only between specific stages (between the low speed side and the high speed side) There is a range system that switches, and there are many examples of mounting transmissions that are efficiently multi-staged by combining them.

  In such an automatic transmission, the main actuator for gear shifting the main transmission, the splitter actuator for switching the splitter type sub-transmission from Low to High or High to Low, and the range type sub-transmission from Low to High or High. A range actuator that switches to Low is provided. Based on FIG. 7, an example of shift control with range switching will be described. When a shift command accompanied by range switching is generated, the engine actuator is controlled to reduce the engine torque to a no-load state (S31 to S32). When the engine torque becomes unloaded, the clutch actuator is controlled to the clutch disengagement position, and back pressure is introduced to the range actuator in order to maintain the range position of the sub-transmission and suppress the shock of range switching (S33 to S34).

  When the clutch reaches the disengaged position, the neutral set (main gear removal) of the main transmission is controlled and the back pressure is continued to the range actuator (S35 to S36). When the main gear is released (the main transmission becomes neutral), the splitter actuator and the range actuator are controlled so as to perform range switching as well as splitter switching of the sub-transmission (S37 to S38). When the splitter switching is completed and the range switching is completed, the main actuator is controlled to perform gear setting (gearing) to the target stage (shift command stage) of the main gear (S39 to S41). When this gear set is completed, the clutch actuator is controlled to the contact position of the clutch (S42 to S43). When the clutch reaches the contact position, the engine actuator is controlled to return to the engine torque corresponding to the amount of depression of the accelerator pedal (S44 to S45). After that, when the engine torque recovery is completed, the clutch actuator on-after (processing to push the clutch into the engaged state), the main actuator on-outer (processing to push the main gear into the meshed state), the split actuator on-outer (press the split gear into the meshed state) Processing), the on-outer of the range actuator (processing for pressing the range gear into meshing state) is released, and a series of control is completed (S46 to S47).

In such shift control, since the speed reduction ratio of the range is large, it takes a long shift time. In other words, there may be a problem that the idling time is long and the vehicle speed is greatly reduced. In Patent Document 1, means for reducing the engine torque to a no-load state when a shift command is generated when the engine rotational acceleration or the running acceleration is equal to or greater than a predetermined value, What is disclosed is provided with means for gear removal.
JP 2004-034760

  In FIG. 7, the gear disengagement of the main transmission is performed when the engine torque is reduced to a no-load state and the clutch is disengaged. However, in Patent Document 1, when the engine rotational acceleration or the traveling acceleration is a predetermined value or more, When a gear change command is generated, the subsequent processing is also accelerated by processing early according to the processing for reducing the engine torque, rather than waiting for the clutch disengagement to be completed. For range switching, if the main transmission does not come out neutral, the range sync mechanism may be damaged, so as in FIG. 7, it is necessary to wait for the main transmission to be disengaged after the clutch is disengaged. To do.

  This invention aims at providing the means which can process this efficiently in a short time about the shift control accompanying a range switch, based on such a prior art.

  According to a first aspect of the present invention, there is provided an automatic transmission for a vehicle including a gear-type transmission that combines a main transmission with a range-switching-type sub-transmission, and a mechanical clutch interposed between the transmission and the engine. Means to reduce engine torque to no-load state when a shift command accompanied by transmission range change is generated. When engine torque becomes no-load state, activates neutral set of main transmission and range change of sub-transmission simultaneously with clutch disengagement. And means for avoiding meshing of the range gear of the sub-transmission before the main gear of the main transmission is released during these operations.

  According to a second aspect of the present invention, in the automatic transmission of the vehicle according to the first aspect, the means for avoiding the meshing of the range gear of the sub-transmission before the main gear of the main transmission is disengaged is that the range gear is disengaged and the main gear is not disengaged. And a means for temporarily stopping the range switching.

  A third invention drives a gear-type transmission combining a main transmission with a range-switching sub-transmission, a mechanical clutch interposed between the transmission and the engine, and a gear shift of the main transmission. In an automatic transmission of a vehicle including a main actuator, a range actuator that drives range switching of the sub-transmission, a clutch actuator that drives clutch engagement, and an engine actuator that drives an engine torque throttle, an air cylinder as a range actuator On the other hand, when a shift command accompanied by a range change of the sub-transmission occurs, means for reducing the engine torque to a no-load state, and when the engine torque becomes a no-load state, the clutch is disengaged and the neutral set of the main transmission and the sub-shift Machine range switching As a means to start up, as a means to avoid meshing of the range gear of the sub-transmission before the main gear of the main transmission is released during these operations, the range switching is temporarily stopped when the range gear is released and the main gear cannot be released. Means for introducing a back pressure to the range actuator is preferably provided.

  A fourth invention is a vehicle automatic transmission apparatus according to the first invention or the third invention, wherein an error process including an abnormality alarm is performed when a state in which the main gear does not come off during a main gear releasing operation reaches a predetermined time, It is characterized by providing.

  In the first to fourth aspects of the invention, when a shift command accompanied by a range change of the auxiliary transmission is generated, the engine torque is reduced to a no-load state. When the engine torque becomes a no-load state, the neutral setting of the main transmission and the range switching of the auxiliary transmission are activated simultaneously with the disconnection of the clutch. During these operations, the range gear of the auxiliary transmission is prevented from meshing before the main gear of the main transmission is released. In this case, by providing means for avoiding meshing of the range gear of the sub-transmission before the main gear of the main transmission is released, the neutral set of the main transmission and range switching of the sub-transmission are activated simultaneously with the disconnection of the clutch. The means can be set. As a result, it is possible to efficiently perform shift control with range switching in a short time while preventing damage to the range synchro mechanism.

  In FIG. 1, 1 is an engine (diesel engine), 2 is a friction clutch, 3 is a synchronous mesh transmission, and the output shaft of the transmission 3 is connected to a drive shaft (for example, a rear axle) via a propeller shaft (not shown). Connected. An electronic governor device 1A for controlling the fuel injection amount (rack position) is provided in the fuel injection pump, a clutch booster 2A for driving the clutch 2 to be intermittently connected, and a gear shift unit 3A for gear shifting the transmission 3. 27 is a control valve of the clutch booster 2A, and 31 is an air tank, which supplies operating pressure (compressed air) to the gear shift unit 3A and the clutch booster 2A.

  As shown in FIG. 2, the transmission 3 includes main gear trains Zm1-Zc1 to Zm3-Zc3 (ZmR-ZcR (forward third speed reverse first speed)) of the main transmission 33, and an auxiliary transmission 34 arranged on the front side (input side) thereof. Split gear trains Zm4-Zc4, Zm5-Zc5 (LOW, High) and range gear trains Zr1-Zcr1, Zr2-Zcr2 (High, Low) of the sub-transmission 35 disposed on the rear side (output side). 12 steps forward by switching the main gear trains Zm1-Zc1 to Zm3-Zc3, switching the split gear trains Zm4-Zc4, Zm5-Zc5, and switching the range gear trains Zr1-Zcr1, Zr2-Zcr2. 1L to 6H) (see FIG. 3). 36 is an input shaft, 37 is a main shaft, and 38 is an output shaft. Reference numeral 39 denotes a main counter shaft, and reference numeral 40 denotes a range counter shaft.

  In the gear shift unit 3A, a shifter 41 to 43 of the main gears Zm3 to ZmR is selected and a main actuator (gear set) and a gear release (neutral) are switched to the main gears Zm3 to ZmR. (Not shown), a split actuator (see FIG. 4) that switches the shifter 44 of the split gears Zm5 and Zm4 to two positions of Low and High, and a shifter 45 of the range gears Zr1 and Zr2 to two positions of Low and High And a range actuator (see FIG. 4) for switching.

  In the case of FIG. 4, air cylinders 46 and 47 are used as the range actuator and the split actuator. The shifter 45 of the range gears Zr1 and Zr2 is engaged with the piston rod 46a of the air cylinder 46, and the back pressure introduction and on-after processing are processed in addition to the range switching by turning on and off the electromagnetic valves MVRL and MVRH. The shifter 44 of the split gears Zm5 and Zm4 is engaged with the piston rod 47a of the air cylinder 47, and the on / off processing is performed in addition to the switching of the splitter by ON / OFF of the electromagnetic valves MVSH and MVSL. 48a is a range low switch, 48b is a range high switch, 49a is a split low switch, 49b is a split high switch, and these constitute part of a gear position switch for detecting the shift position of the transmission 3. To do.

  The input shaft 36 is connected to the main counter shaft 39 via the splitter low gear Zm5 when the shifter 44 of the splitter gears Zm5 and Zm4 is at the low position, and similarly via the splitter high gear Zm4 when the shifter 44 is at the high position. It is connected to the main counter shaft 39. When one of the shifters 41 to 43 of the main gears Zm3 to ZmR is in the gear engagement position, the main counter shaft 39 is connected to the main shaft 37 via the main gear Zm3 or Zm2 or Zm1 or ZmR. The main shaft 37 is directly connected to the output shaft 38 when the shifter 45 of the range gears Zr1 and Zr2 is in the high position, and similarly, when the shifter 45 is in the low position, the range shaft Zr1, the range countershaft 40 and the range low gear Zr2 are connected. To the output shaft 38.

  As detection means necessary for vehicle shift control, an engine rotation sensor 29 that detects the engine speed, an accelerator opening sensor 28 that detects the amount of depression of the accelerator pedal 7 (accelerator opening), and a stroke position of the clutch 2 are detected. Clutch stroke sensor 22, shift position of transmission 3 (selection position of split gear trains Zm4-Zc4, Zm5-Zc5, selection position of main gear trains Zm1-Zc1-Zm3-Zc3, ZmR-ZcR, range gear trains Zr1-Zcr1, Zr2- Gear position switch (incorporated in the gear shift unit 3A) for detecting the Zcr2 selection position), a vehicle speed sensor 21 for detecting the rotation speed of the propeller shaft connected to the output shaft of the transmission 3, and the rotation speed of the main gear Zm1 of the transmission 3 Main Ya rotation sensor 23, range gear rotation sensor 17 for detecting the rotational speed of the range gear Zr1 transmission 3, is provided.

  In order to switch between automatic control of the clutch 2 and manual control based on the manual operation of the driver, clutch pedal switches 24 and 25 for detecting the initial position (released state) and the operating position (depressed state) of the clutch pedal 6 are provided. A shift lever unit 4 is provided in the cab as a shift instruction means of the transmission 3, and holds a shift instruction signal (shift up signal, shift down signal, neutral signal, reverse signal, current stage) corresponding to the shift position of the shift lever 4A. Output hold signal). Further, a switch 5 (mode selection switch) for selecting a manual shift mode in which a vehicle shift operation is performed in accordance with a driver's shift instruction and an automatic shift mode in which the shift operation is automatically performed in accordance with a driving state. It is provided at the grip (knob) of the shift lever 4A. The cab is provided with a display unit 13 for displaying a shift position of the transmission 3 and the like, and a brake pedal switch 26 for detecting depression of a brake pedal (not shown). 13A is an alarm means (for example, a buzzer).

  The transmission (T / M) control unit 11 and the engine control unit 12 are responsible for the shift control, and these are connected by a bidirectional communication line (LAN) so that information necessary for mutual control can be exchanged. It is like that. In the T / M control unit 11, when the mode selection switch 5 is in the manual shift mode, the shift instruction signal corresponds to the shift instruction signal when the shift instruction signal of the shift lever unit 4 does not match the shift position based on the gear position switch of the transmission 3. A shift request (shift command) to the target position is generated. When the mode selection switch 5 is in the automatic transmission mode, the target stage is obtained from the detection signal of the accelerator opening sensor 28 and the detection signal of the vehicle speed sensor 21 based on the shift map, and this target stage is based on the gear position switch of the transmission 3. When it does not coincide with the shift position, a shift request (shift command) to the target stage is generated.

  The shift control is activated by the generation of these shift requests, and the electronic governor device 1A, the clutch booster 2A, and the gear shift are performed in the T / M control unit 11 and the engine control unit 12 in order to smoothly perform the gear shift to the target position at that time. The unit 3A is controlled. In FIG. 2, split gear trains Zm4-Zc4, Zm5-Zc5 are switched from Low to High or from High to Low each time the transmission 3 changes gear by gear, while range gear trains Zr1-Zrc1, Zr2-Zcr2 Only when 3 shifts from 1L to 2H to 3L to 6H or vice versa, it switches from Low to High or from High to Low (see FIG. 3).

  FIG. 5 is a flowchart for explaining shift control with range switching. In S1, it is determined whether or not a shift command with range switching is generated. When the determination of S1 is yes, the process proceeds to S2, while when the determination of S1 is no, the process returns to S1. In S2, the engine torque is reduced to a no-load state, and back pressure (compressed air from the air tank in FIG. 1) is introduced to the range actuator (air cylinder 46). When switching from the range low gear Zr2 to the range high gear Zr1 or from the range high gear Zr1 to the range low gear Zr2, the solenoid valve MVRL or the solenoid valve MVRH is temporarily turned on.

  In S3, it is determined whether the engine torque is in a no-load state. When the determination of S3 is yes, the process proceeds to S4, and when the determination of S3 is no, the process returns to S2. In S4, simultaneously with control to stroke the clutch 2 in the disengagement direction, control to neutrally set the main transmission 33 (gear release) and control to switch the range type sub-transmission 35 from Low to High or from High to Low are started. . In S5, it is determined whether or not the meshing of the range LOW gear Zr2 or the range High gear zr is released (gear disengaged) (whether the range low switch 48b is OFF and the range high switch 48a is OFF). If the determination of S5 is yes, the process proceeds to S6, while if the determination of S5 is no, the process jumps to S11.

  In S6, it is determined whether or not the main transmission 33 is in the neutral (main gear removed) state (whether the neutral switch of the gear position switch for detecting the shift position of the transmission 3 is ON). When the determination of S6 is yes, the process proceeds to S7, while when the determination of S6 is no, the process proceeds to S8 to S10. In S7, it is determined whether or not the clutch 2 is in the disengaged position. When the determination at S7 is yes, the subsequent processing (the processing after S36 in FIG. 7) is executed. When the determination at S7 is no, the processing returns to S4. In S8 to S10, the back pressure is introduced into the range actuator (air cylinder 46) by turning off the solenoid valve MVRH or the solenoid valve MVRL and turning on the solenoid valve MVRL or the solenoid valve MVRH on the opposite side for a predetermined time. As a result, the progress of the range switching is suppressed, and the range switching is aborted. After the opposite (back pressure introduction) side electromagnetic valve MVRL or electromagnetic valve MVRH is turned OFF, the process proceeds to S12.

  In S11, it is determined whether or not the main transmission 33 is in a neutral (gear removed) state. When the determination of S11 is yes, the process proceeds to S7, and when the determination of S11 is no, the process proceeds to S12. In S12, it is determined whether or not a predetermined time has elapsed since the start of the process in S4. When the determination of S12 is yes, the process proceeds to error processing of S13 to S15, while when the determination of S12 is no, the process returns to S5. In S13, whenever the determination in S12 is yes, the number of times is counted, and it is determined whether or not this count is a predetermined value. When the determination of S13 is yes, the process proceeds to S14 and S15, while when the determination of S13 is no, the process returns to S4. In S14, the gear removal of the main (main transmission 33) is stopped, the range (sub transmission 35) is switched or the back pressure is stopped (solenoid valve MVRL and solenoid valve MVRH are turned off), and the clutch 2 is gently released. Connecting. In S15, an abnormality alarm for the display unit 13 and alarm means 13A is activated.

  In such control, means for reducing the engine torque to a no-load state when a shift command is generated (S1 to S2), and means for starting main gear removal and range switching simultaneously with the disengagement of the clutch 2 when the engine torque becomes no-load state. (S3 to S4), means (S5 to S12) for avoiding meshing of the range gear of the sub-transmission 35 before the main gear of the main transmission 33 comes off during these operations. It is possible to promote shortening of the shift time while preventing breakage.

  In S5 to S12, when the range gear is disconnected and the main gear is disconnected, the process proceeds to S7 and subsequent processing. The range gear does not come off, but if the main gear comes off, the process proceeds to S7 and subsequent processing. If the state in which neither the range gear nor the main gear is disconnected is reached for a predetermined time, the process proceeds to S13 to S15 for error processing. When the range gear is disconnected and the main gear cannot be disconnected, the range switching is temporarily stopped by introducing the back pressure to the air cylinder 46 in order to avoid the meshing of the range gear. In the processing after S7 (see FIG. 7), if the determination of S5 is yse and the determination of S6 is yes, the range gear and the main gear are in the disengaged state, so the processing of S36 to S40 is accelerated. Even when the determination of S5 is no and the determination of S6 is yes, the main gear is in a disconnected state, and therefore, in S38 to S40, range switching is performed without overloading the synchro mechanism.

  FIG. 6 is a timing chart for explaining the shift control with range switching. When the engine torque is in a no-load state, the main gear disengagement and range switching are activated simultaneously with the clutch 2 being disengaged. The shift time can be greatly shortened as compared with the case of starting range switching. During these operations, since the means (S5 to S12) for avoiding the meshing of the range gear of the sub-transmission 35 before the main gear of the main transmission 33 comes off is provided, it is possible to prevent the sync mechanism of the range 35 from being damaged. it can. That is, the means (S5 to S12) for avoiding the meshing of the range gear of the sub-transmission 35 before the main gear of the main transmission 33 is disengaged allows the main gear to be disengaged and the range simultaneously with the disengagement of the clutch 2 when the engine torque becomes no load. It is possible to activate switching.

1 is a schematic configuration diagram of a system according to an embodiment of the present invention. It is the structure explanatory drawing of transmission similarly. It is explanatory drawing of a gear shift pattern similarly. It is explanatory drawing of a range actuator and a splitter actuator similarly. It is a flowchart explaining transmission control similarly. It is also a timing chart. It is a flowchart explaining conventional shift control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 1A Electronic governor apparatus 2 Clutch 2A Clutch booster 3 Transmission 3A Gear shift unit 4 Shift lever unit 11 Transmission (T / M) control unit 12 Engine control unit 21 Vehicle speed sensor 22 Clutch stroke sensor 28 Accelerator opening sensor 33 Main transmission ( Maine)
34 Sub-transmission (splitter)
35 Sub-transmission (range)
46 Range actuator 46a Range high switch 46b Range low switch

Claims (4)

  In an automatic transmission for a vehicle, comprising: a gear-type transmission that combines a main transmission with a range-switching type sub-transmission; and a mechanical clutch interposed between the transmission and the engine. Means for reducing engine torque to no load when a shift command accompanied by switching is generated, Means for starting neutral set of main transmission and range change of sub-transmission simultaneously with clutch disengagement when engine torque becomes no load, Means for avoiding meshing of the range gear of the sub-transmission before the main gear of the main transmission is released during the operation.   Means for avoiding meshing of the range gear of the sub-transmission before the main gear of the main transmission is disengaged includes means for temporarily stopping range switching when the range gear is disengaged and the main gear cannot be disengaged. An automatic transmission for a vehicle according to claim 1.   A gear-type transmission that combines a main transmission with a range-switching sub-transmission, a mechanical clutch interposed between the transmission and the engine, a main actuator that drives a gear shift of the main transmission, and a sub-transmission In an automatic transmission of a vehicle including a range actuator that drives range switching of a machine, a clutch actuator that drives clutch engagement / disconnection, and an engine actuator that drives an engine torque throttle, an air cylinder is employed as a range actuator , Means to reduce engine torque to no-load when a shift command accompanied by sub-transmission range switching is generated, Neutral set of main transmission and sub-transmission range switching simultaneously with clutch disengagement when engine torque becomes no-load state Launch As a means to prevent the range gear of the sub-transmission from engaging before the main gear of the main transmission is released during these operations, the range switching should be temporarily stopped when the range gear is released and the main gear cannot be released. An automatic transmission for a vehicle, comprising: means for introducing back pressure to the range actuator.   4. The automatic transmission for a vehicle according to claim 1, further comprising means for performing error processing including an abnormality alarm when a state in which the main gear is not disconnected during a main gear releasing operation reaches a predetermined time.

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