JPH02142968A - Transmission control method - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention is applicable to the 3i! The present invention relates to an auxiliary oil method for a machine, and particularly to a method suitable for reducing shift shock that occurs when downshifting in a ball-on state.

[Prior Art and Problems to be Solved by the Invention] In recent years, there have been demands from operators (users) to reduce gear shift shock in dump trucks and other dump trucks.

As is well known, shift shock is caused by mismatch between drive side torque and load side torque during gear change.
A shock that occurs when the longitudinal acceleration of a vehicle changes over a short period of time.

In particular, when a vehicle such as a construction hoe machine is downshifted while the power is still on, such as when the vehicle changes from a flat road to an uphill road, the following shift shock occurs.

That is, as shown in Fig. 14fc), when the shift command is issued, the oil pressure of the shift clutch that is currently engaged (hereinafter referred to as the "pre-shift clutch") is brought to zero, and at the same time, the next engagement is made. Figure (a) shows the stage where pressure oil is started to be supplied to the clutch for shifting (hereinafter referred to as the "post-shifting clutch"), and hydraulic modulation is carried out to gradually increase the clutch pressure of the post-shifting clutch. As shown in the figure, rapid torque fluctuations across positive and negative directions occur on the output shaft.

Such rapid torque fluctuations across positive and negative directions cause particular discomfort to the operator.

The mechanism of the shift shock described above is roughly explained as follows.

In other words, since the rotation speed of each rotating body of the clutch after shifting is downshifted, the transmission output side rotation speed is higher than the input side rotation speed (relative rotation speed 11, see FIG. 14(b)). For this reason, when the clutch is engaged, the clutch engagement torque becomes negative until both rotations match, which causes a shift shock.

Here, the relative rotational speed is expressed as the rotational speed of the output shaft side rotary body subtracted from the rotational speed of the input side rotary body.

Therefore, in order to reduce the above-mentioned shift shock, the present inventors intentionally created a time difference (
This period is referred to as a torque-off time), and an attempt is made to synchronize the relative rotational speed of the clutch to zero after the shift, and then engage the clutch.

In addition, in a transmission with a two-stage configuration including an auxiliary transmission and a main transmission, the clutches for shifting on both sides are engaged. When power-on or downshifting is required, the following control is applied based on the above-mentioned technology of providing an i-look-off time.
tt+ is being performed.

That is, as shown in FIG. 15(f), ((1), when a shift command is issued, the shift clutch on the auxiliary transmission side (hereinafter referred to as the auxiliary shift clutch) and the shift clutch on the main transmission side The hydraulic pressure of each pre-shift clutch (hereinafter referred to as a main shift clutch) is simultaneously set to zero, and after a torque-off time has elapsed from this point, the hydraulic pressure of both post-shift clutches begins to gradually increase at the same time.

When this type of control is performed, as shown in Figure 2(e), it takes a long time for the relative rotational speeds of both rear gear shift latch to synchronize, and in particular, the clutch pressure with the main shift clutch must be gradually increased. It can be seen that it becomes negative even after the point when it starts.

For this reason, as shown in Figure (a), negative torque is generated on the output shaft while the main transmission clutch is engaged, resulting in fluctuations across positive and negative directions on the output shaft, which may cause discomfort to the operator. It had become.

The present invention was made in view of these circumstances, and its purpose is to prevent negative torque from being generated on the output shaft when downshifting with the power on, thereby preventing discomfort to the operator. There is.

(Means and effects for solving the problem) Therefore, in the first invention of the present defense, when downshifting from the current speed gear to the next speed gear in the power-on state, the pressure control valve of the gear shifting clutch is operated as follows. I am trying to establish a system like this.

- At the time when a shift command is issued, the pressure control valve associated with the shift clutch at the current speed stage is turned off.

・Activate the pressure control valve corresponding to the speed change clutch at the operation start timing at which the filling time of the speed change clutch ends when the relative rotational speed of the speed change clutch in the next speed stage becomes zero. and supplies pressurized oil to this transmission clutch.

- After confirming the end of the filling time of this shift clutch, the pressure control valve associated with the shift clutch is thereafter controlled so as to gradually increase the oil pressure of the shift clutch.

That is, when such control is performed, the rotary body on the input shaft side of the shift clutch at the next speed starts rotating in a free state from the time when the oil pressure of the shift clutch at the current speed becomes zero. The rotational speed tends to increase toward the rotational speed that is synchronized with the rotating body on the output shaft side. , since the power is on, the torque is turned off and the rotation of d3 is matched.

Eventually, pressure oil starts to be supplied to the transmission clutch at the timing when the relative rotational speed of the transmission clutch in the next gear reaches zero and the filling time of the transmission clutch ends.

Then, at the end of the filling time of the shift clutch, the rotational speeds of the rotating bodies of the shift clutch are synchronized, and engagement is thereafter performed in a synchronized state. Therefore, no negative torque is generated on the output shaft for each gear shift, and therefore the operator does not feel an unpleasant shift shock.

The timing to start supplying pressure oil to the gear shifting clutch in the next gear is determined by experiment and simulation in advance from the time when the oil pressure of the gear shifting clutch in the current gear becomes low to the gear shifting clutch in the next gear. This should be calculated as the time until the point when pressure oil starts to be supplied.

In addition, the above-mentioned timing is determined by sequentially detecting the relative rotational speed of the transmission clutch in the next speed stage, and if pressure oil is started to be supplied to the transmission clutch from the point at which the relative rotational speed is reached, the relative rotational speed of the transmission clutch at the next speed stage is detected. A predetermined relative rotation speed at which the rotation speed becomes zero is set, and when the detected relative rotation speed reaches the above-mentioned predetermined rotation speed, the timing to start supplying pressure oil to the gear shifting clutch in the next speed stage. It may be.

Further, in the second aspect of the present invention, in the case of a gear shift in which a speed stage is selected by a combination of a sub-shift clutch and a main shift clutch, J! When the clutches to be engaged when downshifting from the current speed to the next speed are both the auxiliary speed change clutch and the main speed change clutch, the pressure control valve is controlled as follows.

- When the shift command is issued, the pressure control valves associated with the auxiliary shift clutch and the main shift clutch at the current speed stage are respectively turned off.

- Start supplying pressure oil to the auxiliary gear clutch in the next speed gear from the time when the pressure control valve associated with the auxiliary gear clutch in the current speed gear is turned off, and thereafter gradually increase the clutch pressure of the auxiliary gear clutch. The pressure control valve related to this sub-shift clutch is controlled υ1j.

Next, pressure oil is started to be supplied to the main transmission clutch in the next speed 1α at the same timing as in the 111th stage, and after the filling time is over, the oil pressure of the clutch is controlled to be gradually increased.

In other words, in the control in this defense, a torque off time is provided only on the main transmission side, while no torque off time is provided for gear shifting on the auxiliary transmission side, and during the torque off time period on the main transmission side, the auxiliary The gear change of the transmission is completed, and the same control as in the first invention is performed on the main transmission side to reduce the shift shock.

In other words, according to the control tJ(l) of the second light, the hydraulic pressure becomes zero in both the auxiliary transmission clutch and the main transmission clutch at the current speed at the same time as the shift starts.At this time, the iWJ transmission clutch at the next speed supplies pressure oil immediately without providing a torque-off time, and then gradually increases the oil pressure to maintain the same level.
Terminate engagement of the J-shift clutch. The torque fluctuation that occurs at this time does not appear as a torque fluctuation on the output shaft of the transmission because the main transmission is in the torque off time period.

Eventually, the same brake zero as in the first light is applied to the main shift clutch at the next speed stage.

Therefore, no negative torque is generated on the output shaft of the transmission, and therefore the operator does not feel an unpleasant shift shock.

[Embodiments] The present invention will now be described in detail with reference to embodiments shown in the accompanying drawings.

FIG. 8 is a block diagram conceptually showing a device to which the transmission control method according to the present invention is applied.

In the embodiment, it is assumed that the above device is mounted on a construction vehicle such as a dump truck.

In FIG. 8, the output of an engine 1 is transmitted to a transmission 3 via a torque converter (torque converter) 2, and the output of the transmission 3 is transmitted to drive wheels 5 via a differential gear and a final reduction gear 4. . A lock-up clutch 6 is interposed between the input and output shafts of the torque converter 2 to directly connect these shafts.

The transmission 3 has rotational speeds h1, . h2
and rotation sensor 7 that outputs a number of signals corresponding to h3.
．． 8 and 9 are provided, respectively, and their sensor outputs are applied to a controller 10.

A throttle amount sensor 11 is attached to the accelerator pedal 11a, and the sensor 11 is connected to the throttle pedal 11a.
A signal 5 (81 to S3) indicating this depression 1 is detected.
, see FIG. 13) is input to the controller 10. A brake sensor 12 is attached to the brake pedal 12a, and the sensor 12 detects whether or not the brake is operating and inputs the detection result to the controller 10. The shift selector 13 manually inputs a signal indicating the shifted position (R, N, D, 1, . . . ) selected by the shift lever 14 to the controller 10.

The controller 10 determines the speed range to be automatically shifted based on the shift position signal input from the shift selector 13, and based on the input shaft rotation speed signal (hl) and throttle signal S input from the rotation sensor 7 and the throttle sensor 11. The speed gear of the transmission 3 is changed to 1 via the clutch oil pressure supply device 20, which controls the clutch pressure of the shift clutch according to the speed gear of the gear change n3 so as to obtain the optimum speed gear in the above-mentioned automatic gear shift range. Shift up or shift 1 to down step by step.

This controller 10 performs the downshift control with less shift shock according to the present invention, especially when performing a power-on downshift, and the details will be described later.

Now, if shift-up D is selected by the shift lever 14, if automatic gear shifting is possible in the speed range from 1st forward speed to 7th forward speed, the speed range will be upshifted or shifted in this speed range. The downshift is performed according to the pattern shown in FIG. 12 in accordance with the input shaft rotational speed n1 and the throttle signal S. That is, when the throttle number 18 is 82 (see FIG. 13), when the human power shaft rotation speed h1 becomes r4 or more, the engine is shifted up by one step, and conversely, when it becomes less than r2, it is shifted down by one step. In addition, the power-on shift down to which this defense applies is a shift down when driving force is being transmitted to the driving system.For example, when accelerating the vehicle, while driving at an input shaft rotation speed Srs or less, This is established when the throttle pedal 11a is depressed and the throttle signal becomes 83.

The transmission 3 is connected to the output shaft of the torque converter 2.
The auxiliary transmission clutch L (Low) and H (Hi
ah) and the second-stage main transmission clutch connected to the output shaft of the gearshift 31if13 1st, 2nd, 3rd, 4
th and R, and as shown in Table 1 below, the auxiliary transmission side clutches H and L- and the main transmission side clutch 1 st
, 2 nd, 3 rd, 4 th and combination with R (marked with circles in the same table), speed stage Rev (reverse),
Neu (neutral), Fl (1st forward speed), F2 (2nd forward speed), F3 (3rd forward speed>, F/l (4th forward speed), F5
(5th forward speed), F6 (6th forward speed), and Fl (7th forward speed)
speed).

Table 1 A clutch pressure oil supply device 20 that supplies pressure oil to these clutches is connected to the clutches L, H, 1st, and 2n near the hydraulic pump 21 and the relief valve 22, as shown in FIG.
Clutch hydraulic control valve 31, 32°33.34.35.
36. and 37 facing each clutch separately.

The lock-up clutch 6 also includes an electronic pressure proportional control valve (not shown) that applies hydraulic pressure to the clutch, and these valves 31 to 37 and the pressure proportional control valve receive electrical commands from the controller 10. 11 to 17 are operated independently. Note that the hydraulic control valve 31 described below
Filling sensors 01 to 37 for detecting the completion of filling are energized, and respective detection signals 01 to e7 are manually inputted to the controller 10.

FIG. 10 shows the structure of the clutch oil pressure control valves 31 to 37, and the clutch oil pressure control valves 31 to 37 are as follows:
As shown in FIG. 9, each of them is composed of a pressure control O valve 301 for controlling the clutch oil pressure, an outflow detection valve 302, and a sensor section 303 for detecting the end of filling.

Pressure control 2[1 The valve 301 is controlled by the controller 10, and the detection signal of the sensor section 303 is input to the controller 10.

These clutch hydraulic control valves 31 to 37 are connected to input ports 310
The oil from the pump 21 flows in through the output boat 31
Oil is supplied to the clutch via 1. Boat 312 is blocked and boats 1-313.

314 is a drain boat.

The electronic pressure control 611 valve 301 has a spool 315,
The right end of this spool 315 is brought into contact with a plunger 317 of a proportional solenoid 316, and a spring 318 is provided at the left end. The pressure of an oil passage 322 is fed back to an oil chamber 320 defined by a spool 315 and a piston 319 via an oil passage 321 formed in the spool 315.

Outflow detection valve 302 has a spool 325 that defines oil chambers 326, 327, and 328. An orifice 330 is formed between the oil chambers 327 and 328 of this spool 325. This spool 32
5 is the three responsible pressure receiving areas A1. A2 and A3, and these area amounts include AI + A3
>A2, and A2 >A3. A spring 331 is provided at the left end of this spool 325, and a spring 332 is provided at the right end.
The neutral position shown in FIG. 10 is maintained at each free length position 1 and 332. That is, in this case,
The spring 331 acts as a return spring to the spool 325,
The spring 332 also serves as a pressure setting spring for detecting clutch oil pressure.

There is a metal detection pin 3 on the upper right side of the valve body 333.
34 is provided, and this detection pin 334 detects that the spool 325 has moved further to the right from the neutral position shown in FIG. 10 against the spring force of the spring 332. This detection pin 334 is attached to the body 333 by a cover 335 via an insulating sheet 336, and a lead 81337 is drawn out from this detection pin 334.

This lead wire 337 connects directly to resistors R1 and R.
It is connected to a fixed point between the two. These resistors R1, R2
A predetermined DC voltage V (for example, 12V) is applied between them, and the body 333 is grounded.

The operation of the valves 31 to 37 having such a configuration will be explained with reference to the time chart of FIG. 11.

In FIG. 11, fa) is the command current 11b) from the controller 10, which is the oil pressure (clutch pressure) in the oil chamber 328.
, (c) shows the output of the sensor 303.

When attempting to engage the clutch, the controller 10 inputs a trigger command to the solenoid 316 of the relevant clutch hydraulic pressure control I valve, and then decreases the command current l to a predetermined initial pressure command current corresponding to the clutch hydraulic pressure initial pressure. In this state, wait until the filling is completed. (Figure 11 fa
)reference).

Upon input of the trigger command, the spool 315 of the pressure control valve 301 moves to the left, and oil from the pump flows into the oil chamber 327 of the flow rate detection valve 302 via the input boat 310 and the oil path 322.

The oil that has entered the oil chamber 327 flows into the oil chamber 328 via the orifice 330 and flows into the clutch via the output boat 311. At this time, the oil chamber 3 is
Since a pressure difference occurs between 27 and 328, the spool 32
5 goes left.

As a result, the flow ω detection valve 302 is closed, and the oil from the pump flowing into the oil passage 329 passes through the oil chamber 326 to the oil chamber 329.
7, and then the orifice 330, the oil chamber 328,
It flows into the clutch via the output capo-311. This flow of oil continues until the clutch pack is filled with oil.

Here, when the spool 325 is in the neutral position shown in FIG. There is.

Therefore, in this state, the voltage at fixed point a has a voltage value obtained by dividing the voltage 2 by resistors R1 and R2, as shown in FIG. 11 fc).

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

Therefore, the spool 325 has the return force of the spring 331 and the pressure receiving surface V3 difference (All +A3-A2) of the spool 325.
Move to the right with the force added by .

When the spool 325 returns, the oil pressure from the pump flows through the oil passage 329, the oil chamber 327, the orifice 330, and the oil chamber 328.
The clutch oil pressure is applied via the
Overshoot pressure as shown in b) is a problem.

Here, the spring constant of the spring 332 is a pressure value Tl smaller than the overshoot pressure, as shown in FIG. 11(b).
It is set to l.

Therefore, during this return operation, the spool 325 moves to the right to the neutral position shown in FIG. Contact.

As a result, the detection pin 334 will be in communication with the grounded body 333 via the spool 325.
The potential at point a GJ drops to zero as shown in Figure 11 (C),
No voltage will appear at point a.

This potential at point a is input to the controller 10, and the controller 10 determines the end of filling when the potential at point iaa falls. Upon determining the completion of filling, the controller 10 immediately increases the command current I for the clutch from the initial pressure command current value (FIG. 11(a)).

As a result, the clutch pressure of the clutch is as shown in Fig. 11 [b].
As shown in the figure, after the pressure drops from the positive overshoot value to the initial pressure, it is gradually increased. Therefore, spool 325
moves from the state in contact with the pin 334 to the left toward the neutral position. Thereafter, the clutch pressure is gradually increased and exceeds the set pressure Th of the spring 332 at a certain point. As a result, the spool 325 overcomes the biasing force of the spring 332 and moves to the right again, bringing its right end surface into contact with the detection pin 334.

Therefore, the aI:i potential drops to zero again and remains at this zero level thereafter.

In other words, the potential at point a becomes zero when a pressure greater than the set pressure - h is applied to the clutch, and reaches a predetermined voltage value when the clutch pressure is less than the set pressure Th, so the controller 10 monitors this potential at point a. This makes it possible not only to detect the completion of filling, but also to know the presence or absence of clutch pressure, that is, the engaged state of the clutch.

Next, the speed change subsection of the controller 10 in this configuration will be explained with reference to the time charts of FIGS. 1 to 3.

As described above, the controller 10 determines whether or not to shift based on the outputs of the rotation sensor 7 and the throttle ω sensor 11, and when it detects a state in which a downshift is required (step 101), the controller 10 determines whether the current power is on. It is determined whether or not the state is the same (step 102). This determination is
For example, when the throttle signal exceeds a certain reference value, it is determined that the power is on. When a power-on downshift condition is detected, it is then determined whether the shift is due to switching of both the main transmission and the auxiliary transmission (step 103). If only the transmission is to be changed, the first transmission control subroutine shown in FIG. 2 is executed (step 105).
). On the other hand, in the case of both switching, the second shift I control subroutine shown in FIG. 3 is executed (step 1
06). Note that if it is determined that the shift is up in step 101, or if it is determined that the power is not in the power-on state in step 102, that is, if it is determined that the power is not in the power-on shift state, the gist of the eleventh article A normal gear change gear clearing routine, which is different from the above routine, is executed to complete the gear change (step 104).

Now, if it is determined in step 103 that only one of the main transmission or the daily humidity is to be changed, for example, the 0j gear shift clutch is currently engaged, the main gear shift clutch 2nd is engaged, and the 3il! Assume that i degree stage F2 is selected, F2→F
Assume the case of downshifting to 1. At speed F1, the main shift clutch 1st is engaged (see Table 1 above).
.

In this case, the first transmission control subroutine will be executed, and as shown in FIG. A process of turning off the valve 34 is executed (time to in FIG. 4, step 201). Next, from a memory (not shown) in the controller 10, i1J j
Valve 33 of main transmission clutch 1st to be engaged next from 1
Processing power (executed) to read out the time To until time t1 when pressure oil starts to be supplied to

Here, the time T stored in this memory.

I will explain about it. This time [0 is the clutch 2 before shifting
If pressure oil is started to be supplied to the post-shift clutch 1st at a time t1 when the time To has elapsed from the time to when the oil pressure of the nd becomes zero, the pre-shift clutch ISt is Relative rotation of! i&V
This is the time set so that c becomes zero.

Furthermore, we have conducted simulations and experiments (actual vehicle tests, etc.) in advance to determine the optimal setting time To, at which the relative rotational speed becomes zero at the end of the filling time, using each gear stage and engine power (throttle opening) as parameters.
・(-tl-to) is obtained in advance, and these set times TO... are stored in the memory in the controller 10 in a map format.Therefore, when changing gears, the throttle lift sensor 11 is calculated from this memory. If the set time ■0 corresponding to the output and current speed stage is read out, and the pressure control valve associated with the next clutch to be engaged is operated to supply pressure oil at the time t1 when the set time To has elapsed, At the time when the filling time T1 (=t2-t1) has elapsed, the relative rotational speed of the next clutch to be engaged becomes zero (this has been MIH through the above-mentioned simulation, etc.). Note that the output of the throttle output sensor 11 may be used to detect the engine power.
If the output shaft torque of the engine can be detected with a torque sensor or the like, this detected value may be used.

When the set time To0 corresponding to the current gear shift (F2→F1) and the current output of the throttle suspension sensor 11 is read out from the memory (step 202), a timer (not shown) determines that the set time To has elapsed. At time t1, when the above-mentioned time 1'0 has elapsed, pressure oil supply is started to the pressure control valve 33 of the main shift clutch 1st to be engaged next (step 203).
See FIG. 4(d), step 204).

The controller 10 then controls the main transmission clutch 1st.
Step 20
5) At the time when the above-mentioned filling completion detection signal from this sensor 303 is input (time t2 in FIG. 4), the following two events occur.
Execute two controls fa)+b).

a) Turn off the pressure control valve of the lock-up clutch 6 (FIG. 1(e), step 206); b) Gradually increase the oil pressure of the main transmission clutch ISt in which the completion of filling has been detected at a predetermined build-up rate (step 206 in FIG. 1(e)); 4(d), step 207) After completing such control, the controller 10
At time t3 (step 208), when a predetermined time (hereinafter referred to as lock-up clutch delay time) T3 has elapsed from time t2, the build-up of the oil pressure of the lock-up clutch 6 is started (FIG. 4(e), step 209). )
.

When the above-mentioned speed change control is performed, as shown in Fig. 4(b)
As shown in , the relative rotation IVc of the clutch ISt after the shift
is the time point t when the torque off time T2 of the same clutch 1st has elapsed
It becomes zero at 2. Thereafter, clutch ist is engaged with the rotational speeds of both rotors synchronized, so that the negative torque due to the engagement load is applied to IF, as shown in FIG.
;L:, L is not there. Therefore, the operator does not feel any sense of deceleration (discomfort) due to this.

On the other hand, if it is determined in step 103 that both the main transmission and the auxiliary transmission are to be switched, for example, assume that the auxiliary transmission clutch [, main transmission clutch 3rd] is currently engaged and speed stage F4 is selected. , assume a downshift from F4 to F3. At speed F3, the sub-shift clutch H1 and the main shift clutch 2nd are engaged (see Table 1 above).

In this case, the second transmission control 20 subroutine will be executed, and as shown in FIG. A process is executed to turn off the six valves 31 and 37 connected to the speed change clutch 3r+1 (time to
', step 401).

Next, at this time to', pressure oil starts to be supplied to the valve 32 of the clutch H to be engaged next only for the sub-shift side (step 402), and then the filling detection sensor of the valve 32 of the clutch H after the shift When the completion of filling is recognized from the output e2 of 303 (step 4
03), after shifting, the oil pressure of the clutch l'' is gradually increased at a predetermined build-up rate (FIG. 5(f), step 404).

Eventually, steps 202 to 2 of the first transmission gear υU subroutine are performed regarding the clutch 2nd to be engaged next on the main transmission side (and after the lock-up clutch 6).
09 and the collar opening process is executed.

That is, step 202) reads out the output of the throttle suspension sensor 11 and the optimum setting time To' according to the current speed stage from the memory in the controller 10, and the fifth step
As shown in the figure, when this set time To' has elapsed, 1
' (Step 203), the valve 34 of the main transmission clutch 2nd to be engaged next is operated to supply pressure oil (Step 204). Then, the filling time T1'(t2'-t1') for the main transmission clutch 2nd ends with v! When H (step 205), the lock-up clutch 6 that was engaged is turned off (clutch 2
06), and the oil pressure of the main transmission clutch 2nd is gradually increased at a predetermined build-up rate (step 207).

Thereafter, at time t3' when lock-up clutch delay time T3' has elapsed from time t2' (step 2
08), the build-up of the oil pressure of the lock-up clutch 6 is started (step 209).

In this second transmission control subroutine, for the auxiliary transmission clutch, when the oil pressure of the pre-shift clutch L is set to zero (clutch released), pressure oil is immediately supplied to the post-shift clutch H, and The engagement of the rear clutch H is completed within the main shift clutch torque off time T2'.

When ff1J shift fl H is engaged, a torque fluctuation occurs in the clutch H due to the engagement load, but at the time of occurrence, the output of the main transmission is within the 1~look-off time period. It does not appear as torque fluctuation on the shaft. Moreover, when the relative rotational speed of the sub-shift clutch H becomes zero, at point 14 (see FIG. 5(e)), the state is the same as at time to in FIG. 4, that is, the main shift n
The state is such that the clutch (2nd) should be engaged only after the shift on the side (2nd). For this reason, after the shift, clutch 2n
For d, the same procedure as the first transmission control subroutine is executed, and at the timing (time t1') when the filling time ends when the relative rotational speed of clutch 2nd becomes zero after the shift, pressurized oil is applied to clutch 2nd. Similarly, if the output shaft of the transmission starts to supply negative torque, no negative torque will be generated at the output shaft of the transmission.

In addition, in the example, as shown in FIG. 4 or FIG.
During the torque off time T2 or T2', the lock-up clutch 6 is kept in an engaged state. In this way, by directly connecting the input shaft of the transmission to the output shaft of the engine, the rotational speed of the turbine of the torque converter 2 increases rapidly during this period, which means that after the shift, the rotating body on the input side of the clutch quickly rotates. Rise. Therefore, the advantage is obtained that the timing at which the relative rotational speed of the clutch is brought to zero after the change 3III can be accelerated.

Furthermore, according to the embodiment, when the clutch is engaged after shifting,
By providing a lock-up clutch delay time T3 or T3' for the lock-up clutch 6, the load of clutch engagement can be reduced.

In addition, strange 3! When the oil pressure of the post-i clutch is gradually increased after the end of the filling time, if the relative rotational speed B of the same clutch is zero at that point, the initial pressure and oil pressure gradual increase rate after the filling time may be constant, but in reality. Due to the influence of disturbances, etc., the relative rotational speed may deviate from zero at the end of the filling time. Therefore, in order to reduce the shift shock caused by this deviation, it is also possible to vary the initial pressure and oil pressure gradual increase rate depending on the throttle condition and current speed stage, similar to the above-mentioned set time To or TO'. .

Further, since the initial pressure of the clutch after a shift needs to be started from a state where the output shaft torque of the transmission is zero, setting it to a small value is effective in reducing shift shock.

Now, in the embodiment, the supply of pressure oil to the clutch is started after the lapse of a set time obtained in advance through simulation or the like, but the following implementation is also possible.

That is, steps 202' and 203' as described below are executed instead of steps 202 and 203 described above.

Read the set relative rotation speed Vco from the memory.

Here, the above-mentioned relative rotation speed Vco is a value determined in advance as the optimum value through simulation etc., similar to the setting time 1-o, and the time when the relative rotation speed of the clutch reaches this relative rotation speed VCO after shifting. When pressure oil is started to be supplied to the clutch at , the relative rotational speed becomes zero at the end of the filling time.

This set relative rotation speed Vco... is also 1: Arrangement f time T
Similarly to o..., the information is stored in the memory in map format according to each transmission stage and engine power.

Therefore, the output of the throttle suspension sensor 11 and the set relative rotational speed VCO corresponding to the current speed stage are read out from the memory (step 202').

After shifting, the relative rotational speed of the clutch is sequentially detected, and it is determined whether the detected relative rotational speed has reached the read set relative rotational speed VCO (step 203').

Then, at time t1'' when the detected relative rotational speed reaches the set relative rotational speed Vco, as shown in FIG. Gradually increase the clutch oil pressure (steps 205 and 207)
, the same processing as described above (steps 206, 208, and 209) is executed for the lock-up clutch 6 as well.

When the above-mentioned rough adjustment is carried out, the same effects as in the second embodiment can be obtained. Furthermore, this embodiment has the advantage that the point in time when the relative rotational speed of the clutch becomes zero after a gear change and the point in time at which the filling time of the clutch ends can be precisely matched.

In the embodiment described above, the oil pressure of the lock-up 6 is completely reduced to zero during the lock-up clutch delay time, so that when the engagement of the clutch 6 is completed, the hydraulic pressure in FIGS. A shift shock occurs as shown in fa) and fa) in FIG.

Therefore, in order to reduce the shock caused by the engagement of the lock-up clutch 6, the oil pressure of the lock-up clutch 6 should not be completely reduced to zero while the variable mff1 clutch is engaged, as shown in FIG. It is also possible to maintain the pressure at a level slightly higher than the internal pressure of the torque converter 2. In this way, when a predetermined oil pressure is maintained while reducing the oil pressure of the lock-up clutch 6, the transmission torque of the lock-up clutch 6 is Since the engagement of the latch "f6" ends in the low F state, the shock at the time of engagement can be reduced and eliminated as shown in FIG. 7(a). Moreover, at the same time, it is possible to reduce the engagement load of the clutch after shifting.

In addition, in the embodiment, a plurality of set times or set relative rotation speeds are prepared according to each speed stage and engine power, but a uniform set time or set relative rotation speed is prepared regardless of the speed stage or engine power. It is also possible to set this and use it.

Note that in the first shift non-control subroutine of the embodiment, [:
We have explained the case of 2→F1, but when only one transmission is changed, F3→F2, F5→F4, F7→
In the case of F6, similar processing can be performed to achieve the same effect.

Furthermore, similar effects can be obtained by performing the same processing as in the embodiment for the second transmission gear zero subroutine not only in the case of F3→F2 but also in the case of F6→F5. can.

Further, in the embodiment, the first shift non-control subroutine is executed on a platform where the shift n is mainly applied to a 1 m 12-speed configuration, but it is of course also applicable to a 1-stage shift configuration.

Further, in the embodiment, the case where the present invention is applied to an automatic transmission vehicle has been described, but of course, the present invention can also be applied to a manual transmission vehicle. In this case, when downshifting, the operator usually performs a so-called double clutch operation to quickly raise the rotating body on the input shaft side of the clutch to be engaged, thereby reducing the shift shock. By implementing the method according to the present invention, it is possible to obtain the advantage that the shift shock is automatically reduced without performing the above-mentioned operations.

(Effect of explanation!!) As explained above, according to the present invention, when the relative rotational speed of the clutch that is to be engaged next becomes zero, pressure oil is applied to the clutch at the timing when the filling time of this clutch ends. Since the shift starts to be supplied, it is possible to reduce the unpleasant shift shock at the time of power-on downshift.This has the effect of significantly reducing operator fatigue.

[Brief explanation of the drawing]

FIG. 1 is a flowchart showing an example of a control 'dD flowchart for implementing the speed change control txt+ method according to the present invention, and FIGS. 2 and 3 show a transmission control 6D method according to the present invention. Flowchart showing an example of
The figure shows a time chart showing how each element of the transmission changes when the flowchart shown in Fig. 1 is executed, and a time chart showing how each element of the transmission changes when the flowchart shown in Figs. 5 and 2 is executed. FIG. 6 and FIG. 7 are time charts showing other embodiments of the method according to the present invention, and FIG. 9 is a hydraulic circuit diagram showing the internal coupling of the clutch oil pressure supply in the device shown in FIG. 8, and FIG. FIG. 11 is a cross-sectional view showing the internal structure of the valve, and FIG. 11 is a time chart for explaining the operation of the clutch hydraulic control valve, and FIGS. The diagrams used, FIG. 14 and FIG. 15, are each 15 of the change 3i!in when the conventional technology transmission control is executed.
It is a time chart showing the state of elementary change. 1...1 engine, 2...torque converter, 3...
・Transmission, 6... Lock-up clutch, 7.8.9... Rotation speed sensor, 10... Con! −
Roller, 11... Throttle suspension sensor, 12... Brake sensor, 13... Shift selector, 1st,
2nd, 3rd. 4th, R... Main transmission, H, L... Moisture linkage, 3
01...Flow control valve, 302...Pressure control valve, 30
3...Filling end detection sensor. Applicant's agent Takahisa Kimura (H5,: Figure 1, Figure 2, Man 2 no Hen, Disdain, Record, 1, I spit out the sword, Figure 3, Figure 4, Figure 11, Figures 31-37, λ sword axis) Number of times Figure 12 Figure 13

Claims (2)

[Claims] (1) In a transmission that has a plurality of shift clutches for selecting gears and pressure control valves connected to each of these plurality of shift clutches, the current gear is changed to the next gear when the power is on. A method for controlling a transmission, comprising controlling the pressure control valve as follows when downshifting to a speed gear. a) When a shift command is issued, the pressure control valve associated with the shift clutch at the current speed stage is turned off. b) The pressure control valve corresponding to the speed change clutch is activated at the timing when the filling time of the speed change clutch ends when the relative rotational speed of the speed change clutch in the next speed stage becomes zero. It operates and supplies pressurized oil to this transmission clutch. c) After confirming the end of the filling time of the shifting clutch, the pressure control valve associated with the shifting clutch is thereafter controlled so as to gradually increase the oil pressure of the shifting clutch. (2) Multiple sub-shift clutches in the first stage from the transmission input shaft, multiple main shift clutches in the second stage, and pressure control connected to these sub-shift clutches and main shift clutches separately. In a transmission that has a valve and selects a speed gear by a combination of a sub-shift clutch and a main shift clutch,
When the clutches to be engaged when downshifting from the current speed gear to the next speed gear in the power-on state are both the auxiliary gear shift clutch and the main gear shift clutch, the pressure control valve is controlled as follows. A transmission control method characterized by: a) When a shift command is issued, the pressure control valves associated with the auxiliary shift clutch and the main shift clutch at the current speed stage are respectively turned off. b) Starting to supply pressure oil to the auxiliary transmission clutch in the next speed stage from the time when the pressure control valve associated with the auxiliary transmission clutch in the current speed stage is turned off, and thereafter gradually increasing the clutch pressure of the auxiliary transmission clutch. Controls the pressure control valve related to the auxiliary transmission clutch. c) The pressure control valve corresponding to the main shift clutch is activated at the start timing when the filling time of the main shift clutch ends when the relative rotational speed of the main shift clutch in the next speed stage becomes zero. It operates and supplies pressurized oil to this main transmission clutch. d) After confirming the end of the filling time of the main transmission clutch, the pressure control valve associated with the main transmission clutch is thereafter controlled so as to gradually increase the oil pressure of the main transmission clutch.