JP2002349685A - Shift control device for automatic clutch type transmission - Google Patents

Abstract

(57) [Summary] (Problem corrected) [Problem] To reduce the time for synchronizing the synchromesh mechanism in order to reduce the time during which the driving force to the wheels is interrupted and the pulling shock occurs during gear shifting performed by releasing the automatic clutch, the synchronization time is shortened. I do. A coupling sleeve (19, 20, 21) is provided with an automatic clutch (4) released during a shift between forward gears.
Is stroked in the corresponding direction, and then the automatic clutch 4 is re-engaged. When the automatic clutch 4 is released during gear shifting, the relative rotation between the rotating members to be coupled by the coupling sleeves 19, 20, 21 becomes zero. Yeah, motor 29
, The input shaft 1 is rotated through the gears 28, 24, and 7. The synchromesh mechanism requires only a small amount of synchronizing action, and the re-engagement of the automatic clutch 4 can be performed early by shortening the synchronizing time, so that the time of occurrence of a pull-in shock due to a break in the driving force can be shortened.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control of an automatic clutch type transmission in which a clutch is automatically released when a selected shift stage is switched, and the switching is performed by switching a synchromesh mechanism during the shift. It concerns the device.

[0002]

2. Description of the Related Art Conventionally, as a transmission of this type, as described in, for example, Japanese Patent Application Laid-Open No. 2000-88010, a combination of a parallel shaft type gear transmission and an automatic clutch is used to reduce the rotation input through the automatic clutch. The automatic transmission is changed in speed according to the selected gear and output. When the selected gear is switched, the automatic clutch is released and the switching is performed by a synchronous switching operation by a synchromesh mechanism, and then the automatic clutch is re-engaged. A clutch type transmission has been proposed.

[0003]

In the automatic clutch type transmission as described above, the automatic clutch is disengaged during the switching of the selected shift speed by the synchromesh mechanism, and the power from the engine in the preceding stage of the transmission is released. Since the power is not transmitted to the driving wheels, an unpleasant pull-in torque (shift shock) due to interruption of the driving force is generated particularly at the time of a shift caused by acceleration, which causes a problem that the shift feeling is deteriorated.

On the other hand, in the synchromesh mechanism, the relative rotation between the rotating members to be rotationally engaged with each other is reduced by the switching operation, and the rotating members are rotationally engaged by the dog clutch at the time of the rotation synchronization when the rotational members become zero. Therefore, the synchronization time required for the rotation synchronization may be considerably long depending on the rotation conditions at the time of shifting.
During this synchronization time, it is necessary to wait for the automatic clutch to be re-engaged, and as described above, when the automatic clutch is released, the power from the engine is not transmitted to the driving wheels, and an unpleasant pull-in torque (shift shock) occurs due to the interruption of the driving force. The time during which the vehicle is running becomes longer, and the feeling of shifting becomes worse.

On the other hand, as a mechanism for switching the synchromesh mechanism in such an automatic clutch type transmission, for example, as described in JP-A-7-280080, individual cam grooves of a common rotary transmission drum are used. A mechanism has already been proposed in which a synchromesh mechanism is operated in response to the change of the corresponding synchromesh mechanism to shift to a target shift speed.

When the synchromesh mechanism of the automatic clutch type transmission is switched by the above-described common rotary transmission drum, even if the shift from the currently selected shift speed to the target shift speed is a jump speed, the target shift speed is not changed. The following problems arise because the gear cannot be directly shifted to the shift speed, and the gear must be shifted to the target shift speed through sequential shifts one by one with the rotation of the shift drum to the target shift speed. Occurs.

[0007] That is, when the vehicle is braked in order to stop the vehicle while traveling, the transmission may not stop in a neutral state but stop in a state of being engaged in a certain gear (for example, the third speed). In this stopped state, it is necessary to shift the transmission from a certain speed (for example, the third speed) to a neutral state, or to switch to a starting speed such as the first speed or the reverse speed when starting.
The transmission drum is rotated to a corresponding position.

With the rotation of the transmission drum, the transmission is sequentially switched by the corresponding synchromesh mechanism,
From a certain speed (for example, the third speed), the vehicle is brought into a neutral state via the second speed and the first speed, or when the vehicle starts, the speed is changed to the first speed via the second speed, It should be engaged in reverse, via first speed, first speed and neutral.

However, when the vehicle is stopped, the output rotation system on the wheel side is not rotating, and the input rotation system on the engine side is not rotating due to release of the automatic clutch. When the meshing portions of the mechanism (the chamfer surface on the coupling sleeve side and the chamfer surface on the dog clutch gear side) abut, the stroke of the coupling sleeve cannot be further extended, and the shift to the target gear position becomes impossible. It is feared that a neutral state cannot be obtained even when the vehicle is stopped, or that the vehicle cannot start at the start gear.

According to a first aspect of the present invention, during disengagement of the automatic clutch at the time of the gear shifting, the synchronization time is shortened by installing a synchronizing motor which assists the rotation synchronizing operation of the synchromesh mechanism, thereby shortening the automatic clutch. It is an object of the present invention to propose a shift control device for an automatic clutch-type transmission, in which the problem that the unpleasant pull-in torque (shift shock) is generated for a long time can be solved by enabling the re-engagement of the clutch at an early stage. And

According to a second aspect of the present invention, there is provided a shift control of an automatic clutch type transmission in which the synchronization time by the synchro motor can be more reliably reduced, and the above-mentioned problem can be more reliably solved. The aim is to propose a device.

According to a third aspect of the present invention, the above-described operation is performed so that the shift cannot be disabled while the vehicle is stopped, and a neutral state cannot be obtained even when the vehicle is stopped, or the vehicle cannot be started at the start shift stage. It is an object of the present invention to propose a shift control device for an automatic clutch type transmission which can avoid the problem that cannot be achieved.

According to a fourth aspect of the present invention, there is provided an automatic clutch type wherein the effects of the first and second aspects of the invention are achieved only by a partial change of the transmission case without a large change of the transmission. It is an object of the present invention to propose a shift control device for a transmission.

A fifth object of the present invention is to propose a shift control device for an automatic clutch type transmission which enables recovery of kinetic energy during braking.

[0015]

SUMMARY OF THE INVENTION To achieve these objects, a shift control device for an automatic clutch type transmission according to a first aspect of the present invention shifts the rotation input via an automatic clutch according to a selected shift speed and outputs the rotation. In an automatic clutch type transmission in which a selected gear is switched by switching a synchromesh mechanism in a disengaged state of the automatic clutch, the input rotation of the transmission is driven into engagement with an input rotation member to which input is constantly input, thereby synchronizing. A motor is provided, and the synchronous motor is driven such that when the automatic clutch is released, the relative rotation between the rotating members to be rotationally engaged with each other by switching the synchromesh mechanism is equal to or less than a set value. It is assumed that.

According to a second aspect of the present invention, there is provided a shift control device for an automatic clutch type transmission according to the first aspect, wherein the rotational speed of the synchro motor is set between rotating members to be rotationally engaged with each other by switching the synchromesh mechanism. The relative rotation is determined to be zero.

According to a third aspect of the present invention, there is provided a shift control device for an automatic clutch type transmission, wherein the rotation input through the automatic clutch is shifted according to a selected shift speed and output, and in a disengaged state of the automatic clutch, a common rotary type transmission is provided. In an automatic clutch type transmission in which a selected shift speed is switched to a target shift speed by switching a synchromesh mechanism which responds to a cam groove of a speed change drum, an input rotation member to which an input rotation of the transmission is constantly input is applied to an input rotation member. A synchronous motor is provided in combination with the synchronous motor, and the synchronous motor is driven when the shift to the target shift speed cannot be completed within a predetermined time so that switching of the synchronous mesh mechanism can be reliably realized. It is characterized by the following.

A transmission control apparatus for an automatic clutch type transmission according to a fourth aspect of the present invention is the transmission control apparatus according to any one of the first to third aspects, which is always driven and coupled to the transmission input shaft for reversing the rotation direction of the transmission output shaft. The synchronous motor is drive-coupled to a reverse gear provided.

According to a fifth aspect of the present invention, there is provided a shift control device for an automatic clutch type transmission according to any one of the first to fourth aspects, wherein the synchronous motor is operated as a regenerative brake during braking. Things.

[0020]

According to the first aspect of the present invention, the automatic clutch type transmission changes the rotation input through the automatic clutch in accordance with the selected shift speed and outputs the same. When the selected shift speed is switched, the automatic clutch is synchronized with the automatic clutch released. The switching is performed by switching the mesh mechanism.

According to the first aspect of the present invention, when the automatic clutch is disengaged, the synchromesh motor provided by drivingly engaging the input rotation of the transmission with the input rotation member to which the transmission is constantly input is mutually switched by switching the synchromesh mechanism. Since the configuration is such that the relative rotation between the rotating members to be rotationally engaged is equal to or less than the set value, the operation of setting the relative rotation to zero by the synchromesh mechanism by the rotation synchronizing action can be completed in a short time. By shortening the synchronization time, the automatic clutch can be re-engaged at an early stage, and the problem that the unpleasant pull-in torque (shift shock) occurs for a long time can be solved.

In the second aspect of the present invention, the number of rotations of the synchronous motor is determined so that the relative rotation between the rotating members to be rotationally engaged with each other by switching the synchromesh mechanism becomes zero. The shortening can be further ensured, and the above-mentioned problem can be more reliably solved.

According to a third aspect of the present invention, the automatic clutch type transmission changes the rotation input through the automatic clutch in accordance with the selected shift speed and outputs the rotation. When the selected shift speed is switched, the automatic clutch is released and the common clutch is released. The selected shift speed is switched to the target shift speed by switching the synchromesh mechanism responsive to the cam groove of the rotary speed change drum.

According to the third aspect of the present invention, the synchronous motor provided by drivingly engaging the input rotation of the transmission with the input rotation member to which the transmission is constantly input can complete the shift to the target shift speed within a predetermined time. Drive when not present, causing rotation of the input rotation system by releasing the automatic clutch,
As a result, even when the vehicle is stopped, the switching of the synchromesh mechanism can be reliably realized, so that the shifting cannot be disabled during the stop as described above, and the neutral state cannot be obtained even when the vehicle is stopped, or the vehicle cannot start. It is possible to avoid a problem that the vehicle cannot be started at the shift speed.

According to the fourth aspect of the present invention, the synchronous motor is drive-coupled to a reverse gear, which is always drivingly coupled to the transmission input shaft in order to reverse the rotation direction of the transmission output shaft. By only partially changing the transmission case so that the synchro motor can be housed, the above-described effects of the first to third aspects of the invention can be achieved at a low cost without major changes in the transmission.

According to the fifth aspect of the present invention, since the synchro motor is operated as a regenerative brake during braking, kinetic energy can be recovered during braking, which is very advantageous.

[0027]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows an automatic clutch type transmission equipped with a shift control device according to an embodiment of the present invention. This automatic clutch type transmission has an input shaft 1 and an output shaft which are provided in parallel with each other. 2, a transaxle for a front-wheel drive vehicle, comprising an idler shaft 3 and gears provided on these three shafts as follows.

In FIG. 1, for convenience, all three axes 1 to 3 are developed and shown so as to appear on the same drawing. However, the input shaft 1, the output shaft 2 and the idler shaft 3 are actually shown in FIG. Place with A first-speed input gear 6, a reverse input gear 7, and a second-speed input gear 8 are integrally rotatable with the transmission input shaft 1 sequentially from the shaft end connected to and disconnected from the engine crankshaft 5 via an automatic clutch 4. In addition, a third speed input gear 9, a fourth speed input gear 10, a fifth speed input gear 11, and a sixth speed input gear 12 are rotatably provided.

The transmission output shaft 2 is rotatably provided with a first speed output gear 13 meshing with the first speed input gear 6 and a second speed output gear 14 meshing with the second speed input gear 8. A third speed output gear 15 meshing with the gear 9, a fourth speed output gear 16 meshing with the fourth speed input gear 10, a fifth speed output gear 17 meshing with the fifth speed input gear 11, and a sixth speed output meshing with the sixth speed input gear 12. The gear 18 is provided so as to be integrally rotatable.

The transmission output shaft 2 further includes a first-speed output gear 1
A normal synchromesh mechanism is provided between the third and second speed output gears 14, and when the coupling sleeve 19 is moved rightward from the neutral position in FIG. 1 by a dog clutch, the first speed output gear 13 is connected to the transmission output shaft 2. A first-speed selection state in which an engine rotation to the transmission input shaft 1 is transmitted from the first-speed input gear 6 to the transmission output shaft 2 via the first-speed output gear 13 through driving connection is obtained, and When the coupling sleeve 19 is moved to the left from the neutral position in FIG. 1, the second speed output gear 14 is drivingly connected to the transmission output shaft 2 by a dog clutch, and the engine rotation to the transmission input shaft 1 is performed from the second speed input gear 8. A second speed selection state that can be transmitted to the transmission output shaft 2 via the second speed output gear 14 is obtained.

The transmission input shaft 1 is further provided with a third speed input gear 9.
A normal synchromesh mechanism is provided between the input gear 10 and the fourth-speed input gear 10, and the coupling sleeve 20 is connected to the coupling sleeve 20 shown in FIG.
When the gear is moved to the right from the neutral position, the third speed input gear 9 is drivingly connected to the transmission input shaft 1 by the dog clutch, and the engine rotation to the transmission input shaft 1 is performed from the third speed input gear 9 through the third speed output gear 15. A third speed selection state which can be transmitted to the transmission output shaft 2 is obtained, and when the coupling sleeve 20 is moved leftward from the neutral position in FIG. And a fourth speed selection state in which the engine rotation to the transmission input shaft 1 can be transmitted from the fourth speed input gear 10 through the fourth speed output gear 16 to the transmission output shaft 2 is obtained.

The transmission input shaft 1 also has a fifth speed input gear 11
A normal synchromesh mechanism is provided between the input gear 12 and the sixth-speed input gear 12, and the coupling sleeve 21 is connected to
When the gear is moved rightward from the neutral position, the fifth-speed input gear 11 is drivingly connected to the transmission input shaft 1 by the dog clutch, and the engine rotation to the transmission input shaft 1 is performed from the fifth-speed input gear 11 through the fifth-speed output gear 17. A fifth speed selection state which can be transmitted to the transmission output shaft 2 is obtained, and when the coupling sleeve 21 is moved leftward from the neutral position in FIG. And a sixth speed selection state in which the engine rotation to the transmission input shaft 1 can be transmitted from the sixth speed input gear 12 to the transmission output shaft 2 via the sixth speed output gear 18.

Here, the rotation to the transmission output shaft 2 is input to a differential gear device 23 via a final drive gear set 22, and is distributed and output from the differential gear device 23 to left and right driving wheels (not shown). .

The above description is for the transmission system for the first to sixth forward speeds, but the reverse transmission system has the following configuration. A reverse counter gear 24 meshing with the reverse input gear 7 on the transmission input shaft 1 is provided on the idler shaft 3 so as to rotate integrally therewith, and is further provided on the idler shaft 3 on the shaft end side close to the automatic clutch 4. Reverse idler gear 2
5 is provided rotatably.

The reverse idler gear 25 shown in FIG.
A reverse main gear 26 that meshes as shown in FIG. 1 is provided on the transmission output shaft 2 so as to rotate integrally with the transmission output shaft 2 as shown in FIG. A normal synchromesh mechanism is provided between the reverse idler gear 25 and the idler shaft 3, and when the coupling sleeve 27 is moved rightward from the neutral position in FIG.
Is drive-coupled to the idler shaft 3 to transmit engine rotation to the transmission input shaft 1 from the reverse input gear 7 through the reverse counter gear 24, the idler shaft 3, the reverse idler gear 25, and the reverse main gear 26 in that order. 2 to obtain a reverse (reverse) selection state which can be transmitted to

The transmission operation of the automatic clutch type transmission having the above-described structure is as described above. In shifting, first, the automatic clutch 4 is released to disconnect the input shaft 1 and the engine crankshaft 5 from each other. In this state, the coupling sleeves 19, 20, 21, and 27 corresponding to the target shift speed suitable for the running conditions are automatically stroked in the corresponding direction by hydraulic pressure or the like, and then the automatic clutch 4 is re-engaged.

In this embodiment, as shown in FIG. 2, as shown in FIG. 1, a gear 28 meshing with the reverse counter gear 24 is provided, and the output of the synchro motor 29 capable of operating as a regenerative brake is provided. It is connected to the shaft 30. The synchro motor 29 is controlled as follows based on FIG. First, in step S11, the throttle opening TVO and the vehicle speed VSP of the engine are read, and in the next step S12, a target gear suitable for running conditions is searched from these based on a predetermined gear map.

Next, in step S13, it is checked whether or not a shift is necessary based on whether or not the target shift speed is different from the current shift speed. If the shift is different, a shift command is issued because a shift to the target shift speed is necessary. However, if they are the same, no shift command is issued because no shift is required. If the shift is unnecessary, the control is terminated as it is if the brake is not applied according to the determination result of the braking in step S14, but if the brake is applied, the synchro motor 29 is operated as a regenerative brake in step S15. As a result, kinetic energy can be recovered and used effectively.

If it is determined in step S13 that a shift command has been issued, first, in step S16, the automatic clutch 4 is released, and then in step S17, a stroke should be made when the above-mentioned target gear is realized, that is, in response to the target gear. Coupling sleeve 19,2
0 and 21 are determined, and the actual rotational speed Ns is read.

In the next step S18, the rotational speed Ng of the gear engaged with the corresponding coupling sleeve is set.
In step S19, the absolute value | Ng-Ns | of the rotational difference between the rotational speed Ns of the corresponding coupling sleeve and the rotational speed Ng of the gear engaged therewith is equal to or less than a set value ΔN (preferably). Is determined to be 0).

Then, in step S20, the synchro motor 29 is driven so that its rotation speed becomes the target motor rotation speed. In step S21, the above-mentioned corresponding coupling sleeve is moved in the corresponding direction in which the target shift speed can be obtained. Automatically strokes with hydraulic pressure. Next, in step S22, the synchro motor 29 is stopped, and in step S23, the automatic clutch 4 is re-engaged to complete the shift to the target shift speed.

In the present embodiment, the synchro motor 29 provided by drivingly engaging the input rotation of the transmission with the input rotation member (reverse counter gear 24) to which the input is constantly input is provided for the automatic clutch 4 for performing the gear shifting. When disengaged, relative rotation between rotating members to be rotationally engaged with each other by switching strokes of the synchromesh mechanism (corresponding coupling sleeves 19, 20, 21) | Ng-
Ns | is driven so as to be equal to or less than the set value ΔN (preferably 0), so that the synchromesh mechanism can complete the operation of setting the relative rotation | Ng-Ns | By shortening the synchronization time, the automatic clutch 4 can be re-engaged at an early stage, and the problem that the time during which the unpleasant pull-in torque (shift shock) occurs while the automatic clutch 4 is released can be solved. .

By the way, during the upshift, the synchromesh mechanism performs a rotation synchronizing action so as to reduce the rotation speed of the rotating member rotating together with the transmission input shaft 1.
Prior to this, the synchro motor 29 operates to reduce the rotation speed of the rotary member and the relative rotation | Ng
−Ns | is equal to or less than the set value ΔN (preferably 0), and conversely, during downshifting, the synchromesh mechanism performs a rotation synchronizing action so as to increase the rotation speed of the rotating member rotating together with the transmission input shaft 1. However, prior to that, the synchronizing motor 29 operates to increase the rotation speed of the rotating member and functions to make the relative rotation | Ng-Ns | equal to or less than the set value ΔN (preferably 0), and the above-described operation and effect are achieved. To play.

The relative rotation | Ng-N between the rotating members to be rotationally engaged with each other by switching the stroke of the synchromesh mechanism (corresponding coupling sleeves 19, 20, 21) to the target rotational speed of the synchronous motor 4 is set.
When s | is determined to be 0 as described above as a preferred example, it is possible to further reliably reduce the synchronization time by the synchro motor 4 and to further reliably solve the above problem.

Further, in the present embodiment, a reverse gear 24 for driving the reverse gear, which is always connected to the transmission input shaft 1 in order to reverse the rotational direction of the transmission output shaft 2, is provided.
Since the synchro motor 4 is drive-coupled to the motor, only the transmission case is partially changed so that the overhanging synchro motor 4 can be housed as shown in FIG. It can be achieved at low cost.

Furthermore, since the synchro motor 29 is operated as a regenerative brake during braking, kinetic energy can be recovered during braking, which is very advantageous. Further, according to the configuration shown in the figure, the synchro motor 29 is drive-coupled to the input rotation member (reverse counter gear 24) to which the input rotation of the transmission is constantly input, so that the torque assist by the synchro motor 29 can be performed except during the gear shift. Yes, the use frequency of the synchro motor can be increased.

In the above description, the case where the automatic clutch type transmission is configured as a transaxle in which the differential gear device 23 is integrated has been described. Even in the case of a so-called transmission for a rear-wheel drive vehicle illustrated in FIG. 5, the idea of the present invention can be applied based on the same concept.

The automatic clutch type transmission shown in FIG. 4 has a transmission output shaft 32 in a coaxial butt relationship with a transmission input shaft 31 connected to and disconnected from the engine crankshaft 5 via the automatic clutch 4. Transmission input / output shaft 31,
An idler shaft 33 and a counter shaft 34 are provided parallel to the axis 32. In FIG. 4, for convenience, all of the shafts 31 to 34 are shown in an expanded manner so as to appear on the same drawing. However, actually, these shafts 31 to 34 are arranged with a correlation shown in FIG.

A main drive gear 35 is integrally provided on the transmission input shaft 31 at a shaft end farther than the shaft end side connected to and disconnected from the engine crankshaft 5 via the automatic clutch 4.
A main driven gear 36 meshing with the gear is provided on the counter shaft 34 so that the rotation of the transmission input shaft 31 is constantly transmitted to the counter shaft 34. On the countershaft 34, a fifth-speed input gear 37, a second-speed input gear 38,
A first speed input gear 39 is provided so as to be integrally rotatable, a third speed input gear 40 and a fourth speed input gear 41 are rotatably provided, and finally a reverse input gear 42 is provided so as to be integrally rotatable.

The transmission output shaft 32 has a fifth speed input gear 37.
A fifth speed output gear 43 meshing with the second speed input gear 38 and a first speed output gear 45 meshing with the first speed input gear 39 are rotatably provided and meshed with the third speed input gear 40. A third-speed output gear 46 and a fourth-speed output gear 47 meshing with the fourth-speed input gear 41 are provided so as to be integrally rotatable. Finally, the reverse output gear 48 is rotatable by being arranged in the same plane perpendicular to the axis as the reverse input gear 42. To be provided.

The transmission output shaft 32 is further provided with a normal synchromesh mechanism disposed between the first speed output gear 45 and the second speed output gear 44, and the coupling sleeve 49 is moved rightward from the neutral position in FIG. When the dog clutch
The speed output gear 45 is drivingly coupled to the transmission output shaft 32,
A first speed selection state in which the engine rotation to the countershaft 34 can be transmitted from the first speed input gear 39 to the transmission output shaft 32 via the first speed output gear 45 through the first speed output gear 45 is obtained, and the coupling sleeve 49 is moved to FIG. When the gear is moved to the left from the neutral position, the second speed output gear 44 is drivingly connected to the transmission output shaft 32 by a dog clutch, and
The second speed selection state in which the engine rotation to the fourth speed can be transmitted from the second speed input gear 38 to the transmission output shaft 32 via the second speed output gear 44 is obtained.

The transmission output shaft 32 also has a fifth speed output gear 4.
3 and the main drive gear 35, a normal synchromesh mechanism is provided.
When the 0 is moved rightward from the neutral position in FIG. 4, the fifth speed output gear 43 is drivingly connected to the transmission output shaft 32 by a dog clutch, and the engine rotation to the counter shaft 34 is transmitted from the fifth speed input gear 37 to the fifth speed output gear 43. Through the transmission output shaft 3
The transmission output shaft 32 is connected to the main drive gear 35 (transmission input shaft) by the dog clutch when the fifth speed selection state that can be transmitted to the transmission 2 is obtained and the coupling sleeve 50 is moved leftward from the neutral position in FIG. 31) so as to obtain a sixth speed selection state in which the engine rotation to the transmission input shaft 31 can be directly transmitted to the transmission output shaft 32.

The counter shaft 34 is further provided with a normal synchromesh mechanism disposed between the third-speed input gear 40 and the fourth-speed input gear 41 to move the coupling sleeve 51 leftward from the neutral position in FIG. The third speed input gear 40 is drivingly coupled to the counter shaft 34 by the dog clutch, and the third speed capable of transmitting the engine rotation to the counter shaft 34 from the third speed input gear 40 to the transmission output shaft 32 via the third speed output gear 46. When the coupling sleeve 51 is moved rightward from the neutral position in FIG. 4 while the selected state is obtained, the fourth-speed input gear 41 is drivingly coupled to the counter shaft 34 by the dog clutch, and the engine rotation to the counter shaft 34 is stopped. 4-speed input gear 4
A fourth speed selection state that can be transmitted to the transmission output shaft 32 via the first to fourth speed output gears 47 is obtained.

The above description is mainly concerned with the transmission system of the first to sixth forward speeds, but the reverse transmission system has the following configuration. Reverse input gear 42 on counter shaft 34
And a reverse output gear 48 on the transmission output shaft 32, as shown in FIG. 5, and a reverse idler gear 52 for transmitting power between the gears in a reverse rotation.
3 is provided. A normal synchromesh mechanism is provided between the reverse output gear 48 and the transmission output shaft 32. When the coupling sleeve 53 is moved leftward from the neutral position in FIG.
8 is drivingly coupled to the transmission output shaft 32 to obtain a reverse (reverse) selection state in which engine rotation to the countershaft 23 can be transmitted from the reverse input gear 42 to the transmission output shaft 32 via the reverse idler gear 52. To do.

The transmission operation of the automatic clutch type transmission having the above-described structure is as described above. In shifting, first, the automatic clutch 4 is released and the input shaft 31 and the engine crankshaft 5 are disconnected. In this state, the coupling sleeves 49, 50, 51, 53 corresponding to the target gears suitable for the traveling conditions are automatically stroked in the corresponding directions by hydraulic pressure or a rotary transmission drum, and then the automatic clutch 4 is disengaged. Re-tighten.

In this embodiment, as shown in FIG. 5, as shown in FIG. 4, a gear 54 meshing with the reverse idler gear 52 is provided, and the output of the synchro motor 55 capable of operating as a regenerative brake is provided. It is connected to the shaft 56. By controlling the synchro motor 55 in the same manner as described above with reference to FIG. 3, the same operation and effect as in the above-described embodiment can be achieved.

FIG. 6 shows an automatic clutch type transmission equipped with a shift control device according to another embodiment of the present invention which can also achieve a function of preventing a shift from being disabled when the vehicle is stopped. 4 and FIG. 5, but the operating mechanism of the synchromesh mechanism is particularly configured as follows.

That is, at the time of shifting, the automatic clutch 4 is released to release the input shaft 31 and the engine crankshaft 5.
In this state, the coupling sleeves 49, 50, and 5 corresponding to the target shift speed suitable for the traveling conditions are kept in this state.
1, 53, the cam grooves 61a, 6 of the rotary speed change drum 61.
The stroke is caused in the corresponding direction by the shifters 62 to 65 engaged with 1b, 61c, 61d, and then the automatic clutch 4 is re-engaged.

Here, the rotary variable speed drum 61 is similar to that described in the above-mentioned Japanese Patent Application Laid-Open No. Hei 7-280080, and is driven by an actuator such as a motor (not shown) in the first speed position, the second speed position, and the third speed position. 4th position, 5th position,
The shifter 6 is rotated to a sixth speed position, a reverse position, and a neutral position, and a corresponding shifter 6 is used to realize a corresponding shift speed at these rotational positions.
The corresponding coupling sleeve 49 through 2-65,
The cam grooves 61a,
The cam shapes of 61b, 61c and 61d are determined.

The first, second, third, fourth, fifth, sixth, reverse, and neutral positions of the speed change drum 61 correspond to the rotation direction of the speed change drum 61. Are arranged next to each other at equal intervals.

In the first speed position of the transmission drum 61, the cam groove 6
1a moves the coupling sleeve 49 rightward from the neutral position in FIG.
The first, second speed can be selected by setting the corresponding coupling sleeve to the neutral position in FIG. 6 via the shifter corresponding to b, 61c, 61d. At the second speed position of the transmission drum 61, the cam groove 61a causes the coupling sleeve 49 to move leftward from the neutral position in FIG. 6 via the shifter 62, and the other cam grooves 61b, 61c, 61d correspond via the corresponding shifters. The coupling sleeve to the neutral position in FIG.
Allows selection of speed.

In the third speed position of the transmission drum 61, the cam groove 6
1c moves the coupling sleeve 51 leftward from the neutral position in FIG.
The coupling sleeves a, 61b, and 61d are set to the corresponding neutral positions in FIG. 6 via the corresponding shifters to enable selection of the third speed. At the fourth speed position of the speed change drum 61, the cam groove 61c moves the coupling sleeve 51 rightward from the neutral position in FIG. 6 via the shifter 64, and the other cam grooves 61a, 61b, and 61d correspond via the corresponding shifters. The coupling sleeve to the neutral position in FIG.
Allows selection of speed.

In the fifth speed position of the transmission drum 61, the cam groove 6
1b moves the coupling sleeve 50 rightward from the neutral position in FIG.
The coupling sleeves a, 61c, and 61d set the corresponding coupling sleeves to the neutral position in FIG. 6 via the corresponding shifters to enable selection of the fifth speed. At the sixth speed position of the speed change drum 61, the cam groove 61b moves the coupling sleeve 50 leftward from the neutral position in FIG. 6 via the shifter 63, and the other cam grooves 61a, 61c, 61d correspond via the corresponding shifters. The coupling sleeve to the neutral position in FIG.
Allows selection of speed.

In the reverse position of the speed change drum 61, the cam groove 6
1d moves the coupling sleeve 53 leftward from the neutral position in FIG.
The coupling sleeves a, 61b and 61c set the corresponding coupling sleeves to the neutral position in FIG. 6 through the corresponding shifters to enable selection of reverse (reverse).

In the neutral position of the transmission drum 61, the cam groove 6
In FIG. 6, all coupling sleeves 1a, 61b, 61c and 61d are set to the neutral position in FIG. 6 via the corresponding shifters, and the engine rotation to the counter shaft 34 is not transmitted to the transmission output shaft 32 at all. Enable selection.

In this embodiment, as shown in FIG. 5, as clearly shown in FIG. 6, a synchro motor 55 provided in mesh with the reverse idler gear 52 via the gear 54 is provided as described above with reference to FIG. In addition to the control, by performing the control as described below with reference to FIG. 7, it is also possible to produce the shift disable prevention effect aimed at by the present invention.

In step S31 of FIG. 7, the throttle opening TVO and the vehicle speed VSP of the engine are read, and a target gear suitable for running conditions is searched from these based on a predetermined gear map. Next, in step S32, it is checked whether or not a shift is necessary, based on whether or not the target shift speed is different from the current shift speed. If the target shift speed is different, a shift command is issued because a shift to the target shift speed is necessary. In this case, the shift is unnecessary, and the control is terminated without issuing a shift command.

If it is determined in step S32 that a shift is necessary, measurement of the shift time, which is the elapsed time from the shift command, is started in step S33. Then, in step S34, the automatic clutch 4 is released for shifting,
Next, in step S35, the speed change drum 61 is rotated to a position corresponding to the target shift speed. At this time, when it is necessary to rotate the speed change drum 61 to a position corresponding to the target shift speed via a rotation position irrelevant to the target shift speed,
When the shift corresponding to the passing position is sequentially completed, the next rotational position is reached, and finally the gear rotates to the position corresponding to the target shift speed to complete the shift to the target shift speed.

In the next step S36, it is determined whether or not the shift to the target shift speed has been completed within a predetermined time, that is, whether or not the shift drum has rotated to a position corresponding to the target shift speed within the predetermined time. When it is determined that the shift to the target shift speed has been completed within the predetermined time, in step S37,
After the shift is completed, the automatic clutch 4 is re-engaged.

If it is determined in step S36 that the shift to the target shift speed has not been completed after the lapse of the predetermined time, it is determined that a shift impossible such as the above-described shift disabled during stoppage has occurred. Synchro motor 55 in S38
Is rotated to prevent the gear shifting from being disabled.

When the transmission does not become neutral when the vehicle stops,
The vehicle is stopped in a state of being engaged in a certain gear (for example, third speed), and in this stopped state, the transmission is switched from the above-mentioned certain gear (for example, third speed) to a neutral state, or the vehicle is started for starting. Despite the necessity of switching to the starting gear such as the first speed or the reverse gear, the switching is not possible due to the jumping shift for the above-described reason, and the transmission drum 61 is rotated to the corresponding position. In the case where the shift is not possible because the gear cannot be shifted, the action of preventing the shift from being caused by the rotation of the synchro motor 55 in step S38 will be described below.

When the vehicle is stopped, the output rotation system on the wheel side is not rotating, and the input rotation system on the engine side is not rotating when the automatic clutch 4 is released. When the meshing portions (the chamfer surface on the coupling sleeve side and the chamfer surface on the dog clutch gear side) of the corresponding synchromesh mechanism abut against each other, the coupling sleeve cannot be further stroked, which causes the above-described inability to shift. It is.

In this case, in this case, in this case, since the synchro motor 55 is driven in step S38, the input rotation system is rotated in conjunction with the disengagement of the automatic clutch 4 and the wheel Even if the output rotation system on the side is not rotating, the coupling sleeve can perform a stroke, and the above-mentioned inability to shift can be eliminated.

Therefore, it is possible to shift to the target shift speed, and it is checked in step S39 whether the shift has been completed. Then, step S is performed until the shift is completed.
38, the completion of the shift is ensured. When the shift is completed, the assist motor 55 is stopped in step S40 and the automatic clutch 4 is re-engaged in step S41.

As described above, according to the present embodiment, the synchro motor 55 provided by drivingly engaging the input rotation of the transmission with the input rotation member 52 to which the input is constantly input is used to shift the gear to the target gear. When the automatic clutch 4 is driven when it cannot be completed in time (steps S36 and S38).
The rotation of the input rotation system is caused by the release of the motor, and thereby the switching of the synchromesh mechanism can be surely realized even when the vehicle is stopped. In addition, it is possible to avoid such a problem that the transmission cannot be set to the neutral state even when the vehicle is stopped, or the vehicle cannot be started at the start gear.

Also in the present embodiment, a synchro motor is connected to a reverse (reverse) gear 52 provided to be constantly driven and coupled to the transmission input shaft 31 in order to reverse the rotation direction of the transmission output shaft 32. 5, the synchro motor 55 can be installed only by changing a part of the transmission case so as to accommodate the synchro motor 55 that protrudes as shown in FIG. The above effects can be achieved at low cost.

Further, according to the structure shown in the drawing, the synchro motor 55 is drive-coupled to the input rotation member (reverse idler gear 52) to which the input rotation of the transmission is constantly input. The synchronous motor 55 can also be used as a regenerative brake at the time of braking, and the frequency of using the synchronous motor can be increased.

[Brief description of the drawings]

FIG. 1 is an exploded schematic diagram showing an automatic clutch type transmission including a shift control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an arrangement of an input shaft, an output shaft, and an idler shaft in the transmission.

FIG. 3 is a flowchart showing a control program for a synchro motor in the transmission control device according to the embodiment.

FIG. 4 is a developed schematic diagram showing an automatic clutch type transmission provided with a transmission control device according to another embodiment of the present invention.

FIG. 5 is an explanatory diagram showing an arrangement of an input / output shaft, a counter shaft, and an idler shaft in the transmission.

FIG. 6 is an exploded schematic diagram showing an automatic clutch type transmission including a transmission control device according to still another embodiment of the present invention.

FIG. 7 is a flowchart showing a control program for a synchro motor by the shift control device according to the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Transmission input shaft 2 Transmission output shaft 3 Idler shaft 4 Automatic clutch 5 Engine crankshaft 6 1st-speed input gear 7 Reverse input gear 8 2nd-speed input gear 9 3rd-speed input gear 10 4th-speed input gear 11 5th-speed input gear 12 6th speed input gear 13 1st speed output gear 14 2nd speed output gear 15 3rd speed output gear 16 4th speed output gear 17 5th speed output gear 18 6th speed output gear 19 coupling sleeve 20 coupling sleeve 21 coupling sleeve 22 final drive gear Set 23 Differential gear unit 24 Reverse counter gear 25 Reverse idler gear 26 Reverse main gear 27 Coupling sleeve 28 Gear 29 Synchro motor 30 Synchro motor output shaft 31 Transmission input shaft 32 Transmission output shaft 33 Idler shaft 34 Counter shaft 35 Main drive gear 36 Main driven gear 37 5th speed Power gear 38 Second speed input gear 39 First speed input gear 40 Third speed input gear 41 Fourth speed input gear 42 Reverse input gear 43 Fifth speed output gear 44 Second speed output gear 45 First speed output gear 46 Third speed output gear 47 Fourth speed output Gear 48 Reverse output gear 49 Coupling sleeve 50 Coupling sleeve 51 Coupling sleeve 52 Reverse idler gear 53 Coupling sleeve 54 Gear 55 Synchro motor 56 Motor output shaft 61 Rotary variable drum 61a Cam groove 61b Cam groove 61c Cam groove 61d Cam Groove 62 Shifter 63 Shifter 64 Shifter 65 Shifter

Claims (5)

[Claims] 1. An automatic clutch-type shift mechanism in which rotation input through an automatic clutch is shifted according to a selected shift speed and output, and the selected shift speed is switched by switching a synchromesh mechanism when the automatic clutch is released. A synchronous motor provided by drivingly engaging an input rotation member of the transmission with an input rotation member to which a constant input is provided, and when the automatic clutch is disengaged, the synchronous motor is switched by switching the synchromesh mechanism. A shift control device for an automatic clutch type transmission, wherein the drive is performed such that the relative rotation between the rotating members to be engaged is equal to or less than a set value. 2. The apparatus according to claim 1, wherein the number of rotations of the synchronous motor is determined such that the relative rotation between the rotating members to be rotationally engaged with each other by switching the synchromesh mechanism becomes zero. A shift control device for an automatic clutch type transmission. 3. A synchromesh mechanism, which changes the rotation input through an automatic clutch according to a selected shift speed and outputs the same, and in a disengaged state of the automatic clutch, switches a synchromesh mechanism responsive to a cam groove of a common rotary transmission drum. In the automatic clutch type transmission in which the selected shift speed is switched to the target shift speed, a synchro motor is provided by drivingly engaging an input rotation member of the transmission with an input rotation member that is always input. The automatic clutch type transmission is configured to be driven when the shift to the target shift speed cannot be completed within a predetermined time so that switching of the synchromesh mechanism can be reliably realized. Prevention device. 4. The synchronizing device according to claim 1, further comprising: a gear for a reverse shift stage, which is always drivingly connected to a transmission input shaft for reversing a rotation direction of a transmission output shaft. A shift control device for an automatic clutch type transmission, wherein a motor is drive-coupled. 5. The shift control device for an automatic clutch type transmission according to claim 1, wherein the synchronous motor is operated as a regenerative brake during braking.