JP2002031232A - Shift assist device for transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift assist device for a transmission capable of providing an assist force corresponding to a synchronizing revolution speed difference. SOLUTION: This shift assist device for a transmission is provided with a shift assist actuator to operate a shift mechanism connected to a speed change lever and operating a synchronizing mechanism of a transmission in a same direction as a shift action direction of the speed change lever. A driving force of the shift assist actuator is defined according to a shift stroke position and a driving force of the shift assist actuator in a synchronizing range of a gear-in timing is defined based on a synchronizing revolution speed difference calculated based on an input shaft revolution speed, a gear ratio of a gear-in transmission gear, and an output shaft revolution speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift assist device for reducing a shift operation force in a shift operation of a transmission mounted on a vehicle.

[0002]

2. Description of the Related Art Large trucks and buses having a large shift operation force during a shift operation are provided with a shift assist device for reducing the shift operation force. Compressed air is generally used as an operation source of a shift assist device provided in such a large vehicle. A shift assist device that uses compressed air as an operation source includes a shift actuator including a pneumatic cylinder that operates a shift operation mechanism connected to a shift lever in the same direction as the shift operation of the shift lever. However, since large vehicles generally use compressed air as a brake operation source, the compressed air can be used for the shift assist device.However, small and medium-sized vehicles are equipped with a compressor as a compressed air source. A shift assist device using a shift actuator composed of a pneumatic cylinder cannot be provided in a vehicle that does not have the shift assist device. However, in recent years, there has been an increasing demand for equipping small and medium vehicles with a shift assist device, and a shift assist device using an electric motor has been proposed.
No. 37 and Japanese Patent No. 2987121. In a shift assist device using an electric motor, in order to perform a smooth shift operation, it is desirable to control the driving force of the electric motor in accordance with the operation state of the shift lever by the driver. The shift assist device disclosed in Japanese Patent Laid-Open No. 5-87237 and Japanese Patent No. 2987121 detects an operation force of a shift lever in a shift direction, and controls a driving force of an electric motor in accordance with the operation force. ing.

In a shift operation of a transmission equipped with a synchronizing device, the gear-in requires the most operating force at the time of synchronizing operation, and then the operating force is applied at the time of engagement between the dog tooth chamfer and the clutch sleeve spline chamfer. I need. Further, when the gear is disengaged, an operation force is required from the start of the gear disengagement operation to the time when the dog teeth and the splines of the clutch sleeve are disengaged. However, in the shift assist device that controls the driving force of the electric motor in accordance with the operating force, the electric motor is driven after the operating force reaches a predetermined value. There is a time lag. Therefore, the driver feels a large force immediately before the electric motor is driven and the assist force is generated in the shift operation. In order to solve such a problem, the applicant has provided a shift stroke sensor for detecting a shift stroke position of a shift mechanism, and based on a detection signal of the shift stroke sensor, an electric motor for shift assist corresponding to the shift stroke position. A shift assist device for a transmission in which a motor is controlled has been proposed as Japanese Patent Application No. 2000-46173.

[0004]

At the time of gear-in, synchronous rotation which is the difference between the rotational speed of the output shaft at the start of synchronization, that is, the rotational speed of the synchronous side (clutch sleeve) and the rotational speed of the synchronized side (gear-in gear). The shift operation force in the synchronization range varies depending on the speed difference. That is, the shift operation becomes lighter as the synchronous rotation speed difference is smaller, and the shift operation becomes heavier as the synchronous rotation speed difference is larger. However, in a shift assist device for a transmission that controls an electric motor for shift assistance in accordance with a shift stroke position, the assist force of the electric motor in the synchronization range is set to a predetermined value, and accordingly, In particular, when the synchronous rotation speed difference is large, the driver feels the weight of the shift operation.

[0005] Further, during the synchronizing operation, the stirring resistance caused by the counter gear meshing with each speed-change gear stirring the lubricating oil acts in the opposite manner between the upshift and the downshift. That is, the stirring resistance is
At the time of shift-up, it works advantageously for the synchronizing action, and at the time of shift-down, it works against the synchronizing action. Therefore, it is desirable that the shift assist force in the synchronous range is set to be larger at the time of downshifting than at the time of upshifting even if the synchronous rotational speed difference is the same.

Further, even if the synchronous action is the same, the greater the gear ratio of the transmission gears, the greater the force required. Therefore, it is desirable to set the shift assist force for each transmission gear.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and a main technical problem thereof is to provide a shift assist device for a transmission that can obtain an assist force corresponding to a synchronous rotational speed difference.

[0008]

According to the present invention, in order to solve the above-mentioned main technical problems, a shift mechanism which is connected to a shift lever and operates a synchronizing device of a transmission is provided. In a shift assist device of a transmission provided with a shift assist actuator for operating in the same direction as a direction, a shift stroke sensor for detecting a shift stroke position of the shift mechanism and a rotation speed of an input shaft of the transmission are detected. An input shaft rotation speed detection sensor, an output shaft rotation speed detection sensor that detects a rotation speed of an output shaft of the transmission, a gear-in gear detection unit that detects a transmission gear that is geared in by the shift mechanism, and the shift stroke sensor And the input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and the gear-in gear detection And a controller for controlling the driving force of the shift assist actuator based on a signal from the gear, wherein the controller determines the driving force corresponding to the shift stroke position and gears in with the input shaft rotation speed. Calculating a synchronous rotational speed difference based on the gear ratio and the output shaft rotational speed, and determining a driving force in a synchronous range based on the computed synchronous rotational speed difference.
A shift assist device for a transmission is provided.

It is desirable that the driving force in the above-mentioned synchronous range is obtained based on the calculated synchronous rotational speed difference and the gear ratio of the gear-in gear. The shift assist actuator is an electric motor, and the controller determines a drive power in a synchronous range.

Further, according to the present invention, there is provided a shift mechanism connected to a shift lever for operating a transmission synchronizing device.
In a shift assist device for a transmission including a shift assist actuator for operating the shift lever in the same direction as a shift operation direction, a shift stroke sensor for detecting a shift stroke position of the shift mechanism;
An input shaft rotation speed detection sensor that detects the rotation speed of the input shaft of the transmission, an output shaft rotation speed detection sensor that detects the rotation speed of the output shaft of the transmission, and a transmission gear that is geared in by the shift mechanism. A gear-in gear detecting means for detecting, a driving force map in a synchronous range in which a driving force corresponding to the synchronous rotational speed difference is set, the shift stroke sensor, the input shaft rotational speed detecting sensor, the output shaft rotational speed detecting sensor, and A controller for controlling the driving force of the shift assist actuator based on a signal from the gear-in gear detecting means. The controller determines the driving force corresponding to the shift stroke position, and determines the input shaft rotation speed and the gear-in speed. A synchronous rotation speed difference is calculated based on the gear ratio of the transmission gear to be driven and the output shaft rotation speed, and Determining a driving force of the synchronizing range corresponding to the synchronous rotational speed difference, which is the operational map, shift-assisting device for a transmission is provided, characterized in that.

The shift assist actuator is an electric motor, the driving force map is a driving power map,
The controller determines the driving power in the synchronization range from the driving force map.

Further, according to the present invention, there is provided a shift mechanism coupled to a shift lever for operating a transmission synchronizing device.
In a shift assist device for a transmission including a shift assist actuator for operating the shift lever in the same direction as a shift operation direction, a shift stroke sensor for detecting a shift stroke position of the shift mechanism;
A select position detection sensor for detecting a select position of the shift mechanism; an input shaft rotation speed detection sensor for detecting a rotation speed of an input shaft of the transmission; and an output shaft rotation for detecting a rotation speed of an output shaft of the transmission. A speed detection sensor, a gear-in gear detection means for detecting a transmission gear that is geared in by the shift mechanism, a shift-up driving force map and a shift in a synchronous range in which a drive power at the time of an up-shift corresponding to a synchronous rotational speed difference is set. A down-shift driving force map in a synchronous range in which the down-time driving force is set, based on signals from the shift stroke sensor, the input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and the gear-in gear detection means. A controller for controlling the driving force of the shift assist actuator. The troller includes shift-up / shift-down determining means for determining whether the gear-in gear detected by the gear-in gear detecting means is upshifted or downshifted, and determines a driving force corresponding to a shift stroke position. Selecting the shift-up drive power map or the shift-down drive power map based on the determination of the shift-up / shift-down determination means,
A synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear that is geared in, and the output shaft rotation speed, and the driving power in the synchronization range corresponding to the calculated synchronization rotation speed difference from the selected driving force map. Is determined, and a shift assist device for a transmission is provided.

The shift assist actuator is an electric motor, and the upshift drive force map and the downshift drive force map are an upshift drive power map and a downshift drive power map. The drive power in the synchronization range is determined from the drive power map for shift and the drive power map for downshift.

Further, according to the present invention, there is provided a shift mechanism which is connected to a shift lever and operates a synchronizing device of a transmission.
In a shift assist device for a transmission including a shift assist actuator for operating the shift lever in the same direction as a shift operation direction, a shift stroke sensor for detecting a shift stroke position of the shift mechanism;
A select position detection sensor for detecting a select position of the shift mechanism; an input shaft rotation speed detection sensor for detecting a rotation speed of an input shaft of the transmission; and an output shaft rotation for detecting a rotation speed of an output shaft of the transmission. A speed detection sensor, gear-in gear detection means for detecting a transmission gear geared in by the shift mechanism, and a driving force map in a synchronous range in which a driving force corresponding to a synchronous rotation speed difference is set for each transmission gear of the transmission. And a controller that controls the driving force of the shift assist actuator based on signals from the shift stroke sensor, the input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and the gear-in gear detection unit, The controller determines the driving force corresponding to the shift stroke position, and determines the rotational speed of the input shaft and the gear. A synchronous rotation speed difference is calculated based on the gear ratio of the in-going transmission gear and the output shaft rotation speed, and a driving force in a synchronization range corresponding to the calculated synchronous rotation speed difference is calculated from the driving force map corresponding to the gear in gear. Is determined, and a shift assist device for a transmission is provided.

The driving force map includes an up-shift driving force map and a down-shift driving force map for the intermediate transmission gear, and the controller determines whether the gear-in transmission gear detected by the gear-in gear detection means shifts the transmission gear. Upshift / downshift determination means for determining whether the upshift or downshift is provided, and when the speed-change gear to be engaged is an intermediate gear, the shift-up driving force map is determined based on the determination by the upshift / downshift determination means. The driving force map for downshifting is selected, and a synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed, and the calculated synchronous rotation speed is calculated from the selected driving force map. Determining the driving force of the shift assist actuator in the synchronization range corresponding to the speed difference. It is desirable The shift assist actuator is an electric motor, the driving force map is a driving power map, and the controller determines the driving power in the synchronization range from the driving power map.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A preferred embodiment of a shift assist device for a transmission constructed in accordance with the present invention will be described in further detail with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a transmission mechanism provided with a shift assist device for a transmission configured according to the present invention. The transmission mechanism shown in FIG. 1 includes a transmission lever 3 for performing a transmission operation of a transmission 2 provided with a synchronization device, a transmission operation mechanism 5 connected to the transmission lever 3, and a transmission operation mechanism 5 for connecting the transmission operation mechanism 5 to the transmission lever 3. A shift assist device 8 for operating in the same direction as the shift operation direction is provided.

As shown in FIG. 2, the transmission 2 has a gear mechanism with five forward gears and one reverse gear. The transmission 2 includes an input shaft 21, an output shaft 22 disposed on the same axis as the input shaft 21, and a counter shaft 23 disposed in parallel with the output shaft 22. A drive gear 241 (fifth speed gear in the illustrated embodiment) is mounted on the input shaft 21, and a fourth speed gear 242, a third speed gear 243, a second speed gear 244, a first speed gear 242 are mounted on the output shaft 22. A speed gear 245 and a reverse gear 246 are rotatably disposed. Also,
A fifth speed gear 241 and a fourth speed gear 242 are provided on the output shaft 22.
, And between the third speed gear 243 and the second speed gear 244, and between the first speed gear 245 and the reverse gear 246, respectively. On the other hand, the fifth speed gear 241, the fourth speed gear 242, the third speed gear 2
43, counter gears 261, 262, 263, 264 that always mesh with the second speed gear 244 and the first speed gear 245;
265 is provided, and the reverse gear 246 is provided.
And a counter gear 266 meshing via an idle gear (not shown).

Next, the synchronizers 25a, 25b and 25c will be described with reference to FIG. Since the illustrated synchronizing devices 25a, 25b and 25c have substantially the same configuration, the fifth speed gear 241 and the fourth speed gear 242
The synchronizer 25a disposed between them will be described.
The illustrated synchronizer 25a is a well-known key type synchronizer, and includes a clutch hub 251 mounted on the output shaft 22.
And a clutch sleeve 252 slidably fitted to an external spline provided on the outer periphery of the clutch hub 251.
And a plurality of (for example, three) keys 253 provided in a plurality of (for example, three) key grooves 251 a provided in the clutch hub 251 in a radial direction, and the keys 253 provided inside both ends of the key 253 are connected to the clutch 251. Key springs 254 and 254 pressing toward the sleeve 252 and a fifth speed gear 241
Dog teeth 241a and 242a provided on the fifth and fourth speed gears 242, respectively, and cone surfaces 241b provided on the fifth and fourth speed gears 241 and 242, respectively.
And synchronizer rings 255 and 256 respectively disposed on the synchronizer rings 255 and 256. The synchronizer 25a configured as described above is provided with the clutch sleeve 2
A shift fork mounted on a shift rod of a shift mechanism that constitutes a shift operation mechanism 5 described later is fitted into an annular groove 252a provided on the outer periphery of the clutch 52, and the clutch sleeve 252 is moved leftward or rightward in the figure by the shift fork. As a result, the spline 252b of the clutch sleeve 252 meshes with the teeth of the synchronizer ring 255 and the dog teeth 241a or the synchronizer ring 256 and the dog teeth 242a. Since the illustrated synchronization device has a known configuration, further detailed description is omitted.

The above-mentioned synchronizers 25a, 25b and 2
5c is operated by the speed change lever 3 and the speed change operation mechanism 5 connected to the speed change lever 3. The shift lever 3 is in a direction perpendicular to the plane of FIG. 1 (selection direction).
Also, it is configured to be tiltable about an axis (not shown) in the left-right direction (shift direction). This shift lever 3
The synchronizers 25a, 25b and 25c are operated according to the shift pattern shown in FIG. The shift knob switch 4 is disposed on the knob 31 of the shift lever 3. The shift knob switch 4 includes a first switch 41 (SWI) and a second switch 42 (SW2) for detecting the operating direction when the knob 31 of the shift lever 3 is tilted in the shift direction. For example, when the knob 31 of the shift lever 3 is tilted leftward in FIG. 1, the first switch 41 (SWI)
N, the second switch 42 (SW2) is turned on when the shift lever 3 is tilted rightward in FIG. Also, the shift knob switch 4 is
Release the knob 31 of the first switch 41 (SW
1) and the second switch 42 (SW2) are also turned off, and this ON / OFF signal is sent to a controller described later. Since such a shift knob switch is a well-known technique as disclosed in, for example, Japanese Utility Model Application Laid-Open No. 56-97133, further detailed description will be omitted.

Next, the shift operation mechanism 5 connected to the shift lever 3 and operating the synchronizers 25a, 25b and 25c will be described with reference to FIGS. The shift operation mechanism 5 includes a shift mechanism 6 and a select mechanism 7.
It consists of The shift mechanism 6 includes a push-pull cable 61 having one end connected to the shift lever 3, a control lever 62 having one end connected to the other end of the push-pull cable 61, and a control lever 62 connected to the other end of the control lever 62. The transmission 2 includes a control rod 63 rotatably supported by a case cover (not shown) of the transmission 2 and a shift lever 64 spline-fitted to the control rod 63 slidably in the axial direction. The shift lever 64 has shift rods 651 and 65
Shift block 66 mounted on each of 2, 653
1, 662, 663. The shift rods 651, 652, and 653 are equipped with shift forks (not shown) that engage with annular grooves provided on the outer circumference of the clutch sleeves of the synchronizers 25a, 25b, and 25c, respectively. A well-known interlock mechanism is provided between the shift rods 651, 652, and 653 so that the two shift rods do not operate at the same time. Since the shift mechanism 6 has a well-known configuration, further detailed description will be omitted.

The shift lever 64 is connected to the select mechanism 7
And is slid in the axial direction to be positioned at a predetermined select position. The select mechanism 7 includes a push-pull cable 71 having one end connected to the speed change lever 3, an end connected to the other end of the push-pull cable 71, and an intermediate portion connected to the support shaft 7.
Select lever 7 supported rotatably about 3
The other end of the select lever 72 is engaged with a fitting groove 642 formed on the outer peripheral surface of the mounting boss 641 of the shift lever 64. Therefore, when the shift lever 3 is operated in the select direction, the shift lever 64 is slid in the axial direction on the control rod 63 via the push-pull cable 71 and the select lever 72. Then, the other end of the shift lever 64 is selectively engaged with the shift blocks 661, 662, 663. Since the selection mechanism 7 has a well-known configuration, further detailed description will be omitted.

The select mechanism 7 in the illustrated embodiment
Is provided with a select position detection sensor 75 (SES) for detecting the position of the shift lever 64 in the select direction. This select position detection sensor 75 (SES)
Is composed of a potentiometer that is connected to the select lever 72 via a rod 76 and a lever 77 and detects the position of the shift lever 64 in the select direction based on the operating angle of the select lever 72, and sends a detection signal to the controller 10. .

In the illustrated embodiment, a shift assist device 8 for operating the above-described shift mechanism 6 in the same direction as the shift operation direction of the shift lever 3 is provided. The shift assist device 8 includes an electric motor 8 as a shift assist actuator that can be driven forward and reverse.
1 (M1). This electric motor 81 (M1)
Is connected to an output shaft 821 of the speed reducer 82, and one end of an operation lever 83 is mounted on the output shaft 821. The other end of the operating lever 83 and the control lever 62 are connected by a connecting rod 84. The shift assist device 8 configured as described above uses the electric motor 81 (M
When 1) is driven to rotate forward, the operating lever 83 is operated in the direction shown by the arrow 83a, and the control lever 62 is operated via the connecting rod 84 in the direction shown by the arrow 62a to assist. On the other hand, the shift assist device 8 includes an electric motor 81
When (M1) is driven to rotate in the reverse direction, the operating lever 83 is moved to the arrow 83b.
, And the control lever 62 is operated via the connecting rod 84 in the direction indicated by the arrow 62b to assist.

The shift assist device 8 in the illustrated embodiment has a shift stroke sensor 85 (SIS) for detecting the shift stroke position of the shift mechanism. This shift stroke sensor 85 (SIS)
Is composed of a potentiometer that is connected to the control lever 62 via a rod 86 and a lever 87 and detects a shift stroke position based on the operating angle of the control lever 62, and sends a detection signal to the controller 10.

The shift assist device 8 in the illustrated embodiment includes an input shaft rotation speed detection sensor 27 (ISS) for detecting the rotation speed of the input shaft 21 of the transmission 2 and an output shaft. An output shaft rotation speed detection sensor 28 (OSS) as output shaft rotation speed detection means for detecting the rotation speed of the motor 22 is provided. The input shaft rotation speed detection sensor 27 (ISS) and the output shaft rotation speed detection sensor 28 (OSS) send detection signals to the controller 10.

Further, the shift assist device 8 in the illustrated embodiment includes a clutch pedal switch 91 (SW3) for detecting an operation state of a clutch pedal 9 for operating a clutch disposed between an engine (not shown) and the transmission 2. )
It has. This clutch pedal switch 91 (SW
3) is off when the clutch pedal 9 is released, that is, not depressed (clutch contact state), and when the clutch pedal 9 is depressed to release the clutch, O
An N signal is output to the controller 10.

The controller 10 is constituted by a microcomputer, and has a central processing unit (CPU) 101 for performing arithmetic processing in accordance with a control program, a control program, a speed ratio (gear ratio) of each speed change gear of the transmission 2, and a description which will be described later. A read-only memory (ROM) 102 for storing a driving power map and the like, a readable and writable random access memory (RAM) 103 for storing a calculation result and the like,
Timer (T) 104 and input interface 105
And an output interface 106. A first switch 41 (SWI) and a second switch 42 constituting the shift knob switch 4 are provided on the input interface 105 of the controller 10 configured as described above.
(SW2), select position detection sensor 75 (SE
S), detection signals from the shift stroke sensor 85 (SIS), the input shaft rotation speed detection sensor 27 (ISS), the output shaft rotation speed detection sensor 28 (OSS), and the clutch pedal switch 91 (SW3) are input. In addition,
When an automatic clutch for automatically controlling the connection and disconnection of the clutch based on signals from the shift knob switch 4 and the shift stroke sensor 85 (SIS) is provided,
Instead of the clutch pedal switch 91 (SW3), a detection signal of a clutch stroke sensor that detects the amount of engagement of the clutch is input to the input interface 105. On the other hand, a control signal is output from the output interface 106 to the electric motor 81 (M1) and the like.

Next, the assist force corresponding to the shift stroke position will be described with reference to FIG. FIG. 6 shows the spline 252b of the clutch sleeve 252 described above.
And a synchronizer ring 25 for the fifth speed gear 241
5 teeth 255a and dog teeth 241a, and teeth 256a of a synchronizer ring 256 for the fourth speed gear 242.
5 shows a positional relationship in a neutral state with the dog tooth 242a. In the embodiment shown in FIG. 6, the shift stroke position of the clutch sleeve 252 in the neutral state is P6. From this neutral state, the clutch sleeve 252 is moved to the fifth speed gear 241 side (the left side in FIG. 6), and the shift stroke position (gear-in position) at which the teeth 255a of the synchronizer ring 255 for the fifth speed gear 241 reach the front end of the chamfer. The shift start position (synchronization start position at the time of gear-in) is P5, the shift stroke position at the position where the teeth 255a of the synchronizer ring 255 for the fifth speed gear 241 reach the rear end of the chamfer is P5a, and the synchronizer ring 255 is The shift stroke position at the position reaching the rear end of the tooth 255a is P4, the dog tooth 2 for the fifth speed gear 241.
The shift stroke position of the position reaching the front end of the chamfer 41a is P3, and the shift stroke position of the position reaching the rear end of the chamfer of the dog teeth 241a (the shift stroke position at which the engagement of the clutch sleeve 252 with the dog teeth 241a at the time of gear removal is released). Is P2, dog teeth 24
The shift stroke position at the position reaching the rear end of 1a is P1
It has been.

On the other hand, from the neutral state, the fourth speed gear 2
42 (to the right in FIG. 6), the clutch sleeve 252
And the shift stroke position (synchronization start position at the time of gear-in) at which the teeth 256a of the synchronizer ring 256 for the fourth speed gear 242 reach the front end of the chamfer is P7, and the synchronizer ring 256 for the fourth speed gear 242. The shift stroke position (synchronization end position at the time of gear-in) of the gear 256a reaching the rear end of the chamfer is P7a, and the tooth 2 of the synchronizer ring 256 is
The shift stroke position at the position reaching the rear end of 56a is P
8. The shift stroke position at the position where the dog tooth 242a for the fourth speed gear 242 reaches the chamfer front end is the shift stroke position at the position where the dog tooth 242a reaches the chamfer rear end of the dog tooth 242a (the dog tooth of the clutch sleeve 252 when the gear is disengaged). The shift stroke position where the engagement with the dog tooth 242a is released is P10, and the shift stroke position where the dog tooth 242a reaches the rear end is P11. The shift stroke position is detected by the shift stroke sensor 85 (SIS). In addition,
The shift stroke sensor 85 (SIS) outputs a voltage signal having the smallest value when the shift stroke position is P1 in the illustrated embodiment, and the output voltage gradually increases as the shift stroke position moves toward the P11 side, and the shift signal is increased to P11.
In such a case, the largest voltage signal is output.

When shifting the clutch sleeve 252 from the neutral state shown in FIG. 6 to the fourth speed gear 242 side and the fifth speed gear 241 side (during gear-in), the shift lever 3 shifts the P7 and P5 shift strokes. The largest operating force acts on the synchronization range from the position, that is, the position where the synchronization action is started, to P7a and P5a where the synchronization action ends. Therefore, at the time of gear-in, it is sufficient to drive the electric motor 81 (M1) at least in the synchronous range to assist the shift operation. Further, at the time of gear-in operation, the shift lever 3 is provided with P10 and P5 from P7a and P5a.
Up to 2 shift stroke positions, ie clutch sleeve 25
2 splines 252b chamfer and dog teeth 242
However, a relatively large force is applied to the engagement range with the chamfer a or 241a. Therefore, it is desirable to assist the shift operation by driving the electric motor 81 (M1) during the engagement period between the dog teeth and the chamfer of the clutch sleeve during gear-in. On the other hand, the gear is engaged with the fourth speed gear 242 or the fifth speed gear 241, that is, the clutch sleeve 252 is
When the spline 252b of the clutch sleeve 252 passes through the shift stroke position of P10 or P2, that is, the rear end of the chamfer of the dog tooth, when returning from the state of the shift stroke position of 11 or P1 to the neutral state (at the time of gear removal). A relatively large force acts during the period. Therefore, when the gear is disengaged, the electric motor 81 (M1) is driven during the shift stroke (the meshing range between the dog teeth and the clutch sleeve 252) from the gear-in state until the dog teeth pass the rear end of the chamfer to assist the shift operation. do it.

It should be noted that the assist force at the time of gear removal may be smaller than the assist force at the time of gear in. The control of the assist force is executed by controlling the electric power (voltage or current) applied to the electric motor 81 (M1). The rotation direction for driving the electric motor 81 (M1) is determined when the clutch sleeve 252 is operated leftward in FIG. 6 (when the first switch 41 (SWI) of the shift knob switch 4 is ON). ) Is forward rotation, for example.
When the clutch sleeve 252 is operated to the right in FIG. 6 (when the second switch 42 (SW2) of the shift knob switch 4 is ON), for example, the rotation is reversed. For example, when downshifting from the state in which the fifth speed gear 241 is engaged to the fourth speed, as shown in FIG.
The period until the second spline 252b passes the rear end of the chamfer of the dog tooth 241a (the period in which the dog tooth and the clutch sleeve 252 are engaged) is driven in reverse by the voltage V1 of the electric motor 81 (M1). The driving of the electric motor 81 (M1) is stopped by gradually lowering the voltage.

When the clutch sleeve 252 reaches the start position P7 of the synchronizing operation from the neutral position P6, the electric motor 81 (M1) is reversely driven at a voltage V3 higher than the above-mentioned V1, and in the embodiment shown in FIG. Is the spline 252b of the clutch sleeve 252 is the tooth 25 of the synchronizer ring 256 for the fourth speed gear 242.
The reverse rotation driving at the voltage V3 is maintained during a period (synchronization period) until the shift stroke position P7a reaches the rear end of the chamfer 6a. The shift stroke is P7
a, the electric motor 81 (M1)
Driven in reverse at a voltage V2 higher than 1 and lower than voltage V3,
The reverse rotation driving at the voltage V2 is maintained until the spline 252b of the clutch sleeve 252 passes the P10 corresponding to the rear end of the chamfer of the dog tooth 242a. The drive voltage (V2) between P7a and P10 at the time of gear-in is set to a predetermined value. On the other hand, the drive voltage (V) in the synchronization period (period from P7 to P7a)
3) is set by the synchronous rotation speed difference at the start of synchronization, that is, the difference between the synchronous side (clutch sleeve 252) rotational speed and the synchronized side (gear-in transmission gear) rotational speed, as described later.

As described above, the clutch sleeve 2
When 52 passes through the above P10, the electric motor 81 (M1)
, The drive of the electric motor 81 (M1) is stopped at the shift stroke position P11. As described above, in the shift assist device in the illustrated embodiment, the assist force is controlled in accordance with the shift stroke position, so that no time lag occurs when the electric motor is driven, and the shift operation is performed over the entire stroke of the shift operation. The operating force of the shift lever can be made uniform over the entire range.

Next, a first embodiment of the shift assist control of the controller 10 at the time of a shift operation will be described with reference to flowcharts shown in FIGS. First, in step S1, the controller 10 turns on the clutch pedal switch 91 (SW3).
It is checked whether or not the clutch has been depressed, that is, whether or not the clutch has been released by depressing the clutch pedal 9. When the automatic clutch is mounted, it is checked whether or not the amount of engagement of the clutch is closer to the half-clutch side based on a signal from a clutch stroke sensor that detects the amount of engagement of the clutch. If the clutch pedal switch 91 (SW3) is ON in step S1, the controller 10 determines that the clutch is disengaged and the driver intends to change gears, and executes steps S2 to S4 to execute the control in the synchronization range at the time of gear-in. The drive voltage (V3) of the electric motor 81 (M1) is obtained.

That is, in step S2, it is checked whether the shift stroke position P has changed from P5 <P <P7 (neutral range) to a range of P5a <P <P5 (synchronous range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S2, it is determined that the gear-in operation has been performed in the first, third, and fifth speeds, and the process proceeds to step S3 to synchronize at the time of gear-in. Drive voltage (V) of the electric motor 81 (M1) in the range.
3) is calculated (V3 = | synchronous rotation speed difference (N) | × gear ratio (i) × C). In the above equation for calculating the drive voltage (V3), the absolute value of the synchronous rotation speed difference (N) is
It can be obtained from the detection signals from the input shaft rotation speed detection sensor 27 (ISS) and the output shaft rotation speed detection sensor 28 (OSS) and the gear ratio (i) of the transmission gear to be geared in (| synchronous rotation speed difference (N ) | = (Input shaft rotation speed / gear ratio) −output shaft rotation speed). The speed-change gear to be geared in is selected by the select position detection sensor 75 (SE
S) and the shift direction signal from the first switch 41 (SWI) and the second switch 42 (SW2) constituting the shift knob switch 4 can be specified. Therefore, the select position detection sensor 75 (SES) and the shift knob switch 4 function as gear-in gear detection means for detecting a gear that is geared in by the shift mechanism. In the above equation for calculating the driving voltage (V3), C is a constant. As described above, the electric motor 81 (M
The drive voltage (V3) of 1) is determined based on the synchronous rotation speed difference (N) at the initial stage of the synchronous operation. Therefore, an assist force corresponding to the synchronous rotation speed difference (N) can be obtained in the synchronous range at the time of gear-in.

In step S2, the shift stroke position P is shifted from P5 <P <P7 (neutral range) to P
If it has not changed to the range of 5a <P <P5 (synchronous range), the controller 10 proceeds to step S4 and shifts the shift stroke position P to P5 <P <P7 (neutral range).
It is checked whether or not has changed to the range of P7 <P <P7a (synchronization range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S4, it is determined that the second gear, fourth gear, or reverse gear-in operation has been performed, and the process proceeds to step S3 to synchronize at the time of gear-in. The drive voltage (V3) of the electric motor 81 (M1) in the range is calculated. Only when the shift stroke position P has changed from the neutral range to the synchronous range in steps S2 and S4, the process proceeds to step S3 to calculate the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in. Therefore, the drive voltage (V3) based on the synchronous rotation speed difference (N) at the initial stage of the synchronization when the shift stroke position P shifts from the neutral range to the synchronous range is calculated only once. The reason why the calculation of the drive voltage (V3) is performed only once at the beginning of the synchronization is that the drive voltage (V3) in the synchronization range is not changed during the shift period.

After calculating the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in as described above, the controller 10 proceeds to step S5 and the clutch pedal switch 91 (SW3) is turned on. It is checked whether or not the clutch pedal 9 is depressed to release the clutch. If the clutch pedal switch 91 (SW3) is not turned on in step S1, and if the shift stroke position P is in the range of P5 <P <P7 (neutral range) to P5a <P <P5 (synchronous range) in step S2. If the shift stroke position P does not change from P5 <P <P7 (neutral range) to the range P7 <P <P7a (synchronous range), the controller 10 proceeds to step S4. Proceeding to step S5 without executing S3,
It is determined whether (SW3) is ON, that is, whether the clutch pedal 9 is depressed to release the clutch. In step S5, the clutch pedal switch 91
If (SW3) is not ON, the controller 1
In the case of 0, since the clutch is not disengaged, it is determined that there is no shift intention, and the process proceeds to step S6, where the electric motor 81 (M1) is stopped and the process is terminated.

If the clutch pedal switch 91 (SW3) is turned on in step S5, the controller 1
If it is 0, it is judged that the clutch is disconnected and there is a shift intention,
Proceeding to step S7, the select position detection sensor 75 (S
It is checked whether or not the select direction position of the shift lever 64 detected by ES) is positioned at a predetermined select position. That is, the positional relationship in which the shift lever 64 engages with only one of the shift blocks 661, 662, 663 mounted on the shift rods 651, 652, 653, respectively (the select position SP is SP1, SP2, SP3 in FIG. 4). Is in a state located in any of the above). If the shift lever 64 is not located at the predetermined select position in step S7, the controller 10 drives the shift lever 64 when the electric motor 81 (M1) is driven in this state.
Is determined to be engaged with the two shift blocks, the process proceeds to step S6, in which the electric motor 81 (M1) is stopped, and the process ends. If the shift lever 64 is not positioned at the predetermined select position, the electric motor 81
When (M1) is driven, the shift lever 64 is engaged with the two shift blocks to operate the two shift rods simultaneously, so that the interlock mechanism functions to restrict the operation of the shift rod. Therefore, seizure occurs in the driven electric motor 81 (M1). However, in the illustrated embodiment, when the shift lever 64 is not located at the predetermined select position as described above, the process proceeds to step S6 and the electric motor 81 (M
Since 1) is stopped, seizure of the electric motor 81 (M1) can be prevented. When the process proceeds to step S3 to calculate the drive voltage (V3) in the synchronous range at the time of gear-in, the shift stroke position P has changed from the neutral range to the synchronous range. This means that the selection direction position is positioned at the predetermined selection position.

If the select direction position of the shift lever 64 detected by the select position detecting sensor 75 (SES) in step S7 is at the predetermined select position, the controller 10 proceeds to step S8 and proceeds to the shift knob switch. 4 whether the first switch 41 (SW1) is ON, that is,
It is checked whether or not a shift operation has been started to the third, fifth and fifth speeds. In step S8, the first switch 41
If (SW1) is ON, the controller 10 proceeds to step S9 to set the rotation direction of the electric motor 81 (M1) to normal rotation, and further proceeds to step S10 to be detected by the shift stroke sensor 85 (SIS). It is checked whether or not the shifted stroke position P is smaller than P2, that is, whether or not the clutch sleeve 252 is on the gear-in side from the rear end of the chamfer of the dog teeth 241a. Step S
If the shift stroke position P is smaller than P2 at 10, the controller 10
Is located on the gear-in side of the rear end of the chamfer of the dog tooth 241a, and it is determined that there is no need to perform shift assist. When the voltage reaches P1, the voltage is set to zero (0).

If the shift stroke position P is larger than P2 in step S10, the controller 10 proceeds to step S12 and shifts the shift stroke position P to P5.
It is checked whether it is not less than a and less than P5, that is, whether the clutch sleeve 252 is in the synchronization range. If the shift stroke position P is equal to or larger than P5a and smaller than P5 in step S12, the controller 10 determines that the clutch sleeve 252 is in the synchronous range and it is necessary to perform shift assist in the synchronous range at the time of gear-in,
Proceeding to step S13, the electric motor 81 (M1) is driven by the drive voltage (V3) in the synchronous range at the time of gear-in calculated in step S3.

If the shift stroke position P is not equal to or larger than P5a and smaller than P5 in step S12, the controller 10 proceeds to step S14 to determine whether the shift stroke position P is equal to or larger than P2 and smaller than P5a, that is, the clutch sleeve 252. Is in the range from the synchronization end position to the engagement position of the dock tooth with the chamfer. If the shift stroke position P is equal to or larger than P2 and smaller than P5a in step S14, the controller 10 determines that the clutch sleeve 252 is in the range from the synchronization end position to the engagement position of the dock teeth with the chamfer and the engagement with the dock teeth at the time of gear-in. It is determined that it is necessary to perform shift assist in the range, and the process proceeds to step S15 to drive the electric motor 81 (M1) with the drive voltage of V2.

If the shift stroke position P is not greater than P2 and smaller than P5a in step S14, the controller 10 proceeds to step S16 to determine whether the shift stroke position P is greater than P5 and smaller than P7, that is, the clutch sleeve. Check if 252 is located between both synchronizer rings 255 and 256. If the shift stroke position P is equal to or larger than P5 and smaller than P7 in step S16, the controller 10 determines that the clutch sleeve 252 is located between the synchronizer rings 255 and 256 and it is not necessary to assist the shift operation. And step S17
Then, the driving of the electric motor 81 (M1) is stopped.

If the shift stroke position P is not greater than P5 and smaller than P7 in step S16, the controller 10 proceeds to step S18 to determine whether the shift stroke position P is greater than P7 and smaller than P10, that is, the clutch sleeve 252. It is checked whether or not the dog gear 242a is disengaged from the dog gear 242a to complete gear disengagement. If the shift stroke position P is equal to or larger than P7 and smaller than P10 in step S18, the controller 1
0 determines that the clutch sleeve 252 has been disengaged from the dog tooth 242a and the gear removal has been completed.
Proceeding to 19, the voltage applied to the electric motor 81 (M1) is gradually reduced, and when the shift stroke position P reaches P7, the voltage is set to zero (0).

If it is determined in step S18 that the shift stroke position P is not greater than P7 and smaller than P10, the controller 10 must engage the clutch sleeve 252 and the dog teeth 242a to perform shift assist during gear disengagement. It is determined that there is, and the process proceeds to step S20 to drive the electric motor 81 (M1) with the drive voltage (V1) at the time of gear removal.

Next, a case where the first switch 41 (SW1) of the shift knob switch 4 is not turned on in step S8 will be described. In step S8, the first switch 41 of the shift knob switch 4 (SW
If 1) is not turned on, the controller 10 proceeds to step S21 and proceeds to the second switch 42 (SW2).
Is turned on, that is, whether the shift operation has been started to the second speed, the fourth speed, and the reverse side. If the second switch 42 (SW2) is not turned on in step S21, the controller 10 determines that there is no intention to change gears, and proceeds to step S6, where the electric motor 81
Stop (M1) and end.

In step S21, the second switch 4
If 2 (SW2) is ON, the controller 10 proceeds to step S22 to set the rotation direction of the electric motor 81 (M1) to reverse rotation, and further proceeds to step S23 to be detected by the shift stroke sensor 85 (SS). It is checked whether or not the shifted stroke position P is equal to or greater than P10, that is, whether or not the clutch sleeve 252 is on the gear-in side from the rear end of the chamfer of the dog teeth 242a. Step S2
When the shift stroke position P is larger than P10 in the step S3, the controller 10
Is located on the gear-in side of the rear end of the chamfer of the dog tooth 242a, it is determined that there is no need to perform shift assist, and the process proceeds to step S11 to gradually decrease the voltage applied to the electric motor 81 (M1) to shift the shift stroke position. P is P
When the voltage reaches 11, the voltage is reduced to zero (0).

If the shift stroke position P is smaller than P10 in step S23, the controller 10
Proceeds to step S24, and the shift stroke position P is
It is checked whether the value is greater than or equal to 7 and smaller than P7a, that is, whether the clutch sleeve 252 is in the synchronization range. If the shift stroke position P is equal to or larger than P7 and smaller than P7a in step S24, the controller 10 determines that the clutch sleeve 252 is in the synchronous range and it is necessary to perform shift assist in the synchronous range at the time of gear-in. Advance electric motor 81 (M1)
Is driven with the drive voltage (V3) in the synchronous range at the time of gear-in calculated in step S3.

If the shift stroke position P is not greater than P7 and smaller than P7a in step S24, the controller 10 determines in step S25 whether the shift stroke position P is greater than P7a and smaller than P10.
That is, it is checked whether or not the clutch sleeve 252 is in the range of the engagement position of the dock teeth with the chamfer from the synchronization end position. If the shift stroke position P is equal to or larger than P7a and smaller than P10 in step S25, the controller 10 determines that the clutch sleeve 252 is in the range of the engagement position of the dock teeth with the chamfer from the synchronization end position and the engagement with the dock teeth at the time of gear-in. It is determined that it is necessary to perform shift assist in the range, and the process proceeds to step S15 to drive the electric motor 81 (M1) with the drive voltage of V2.

If it is determined in step S25 that the shift stroke position P is not smaller than P7a and smaller than P10, the controller 10 proceeds to step S26 to determine whether the shift stroke position P is larger than P5 and smaller than P7, that is, the clutch sleeve. Check if 252 is located between both synchronizer rings 255 and 256. If the shift stroke position P is equal to or larger than P5 and smaller than P7 in step S26, the controller 10 determines that the clutch sleeve 252 is located between the synchronizer rings 255 and 256 and there is no need to assist the shift operation. Then, the process proceeds to step S17 to stop driving the electric motor 81 (M1).

If it is determined in step S26 that the shift stroke position P is not smaller than P5 and smaller than P7, the controller 10 proceeds to step S27 to determine whether the shift stroke position P is larger than P2 and smaller than P5.
That is, it is checked whether the clutch sleeve 252 is disengaged from the dog teeth 241a and the gear removal is completed. If the shift stroke position P is greater than or equal to P2 and smaller than P5 in step S27, the controller 10 determines that the engagement between the clutch sleeve 252 and the dog teeth 241a has been disengaged and the gear removal has been completed.
The voltage applied to the electric motor 81 (M1) is gradually decreased, and when the shift stroke position P reaches P5, the voltage is set to zero (0).

If it is determined in step S27 that the shift stroke position P is not smaller than P2 and smaller than P5, the controller 10 needs to assist the shift when the gear is disengaged because the clutch sleeve 252 and the dog teeth 241a are engaged. It is determined that there is a
To drive the electric motor 81 (M1) with the drive voltage (V1) at the time of gear removal.

Next, a second embodiment of the shift assist control of the controller 10 at the time of a shift operation will be described with reference to a flowchart shown in FIG. The flowchart shown in FIG. 9 in the second embodiment corresponds to steps S1 to S4 in the flowcharts of the first embodiment shown in FIGS. 7 and 8 described above. The second embodiment is different from the first embodiment in that the drive voltage (V
The other steps are substantially the same as those of the first embodiment, except that the method 3) is different. In the second embodiment, as shown in step S301 in the flowchart shown in FIG. 9, a driving power map in a synchronization range in which driving power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) is provided, This drive power map is stored in the read only memory (ROM) 102 of the controller 10. In the second embodiment shown in the flowchart of FIG. 9, the clutch pedal switch 91 (SW3) is turned on in step S1, and the shift stroke position P is changed from P5 <P <P7 (neutral range) to P5a <P <in step S2. P5 range (synchronization range)
If the shift stroke position P has changed from P5 <P <P7 (neutral range) to the range P7 <P <P7a (synchronization range) in step S4, the process proceeds to step S301 to synchronize at the time of gear-in. The drive voltage (V3) of the electric motor 81 (M1) in the range is adjusted to the synchronous rotation speed difference (N) shown in step S301 described above.
Is obtained from the drive power map in the set synchronization range. The absolute value of the synchronous rotation speed difference (N) is determined by the detection signal from the input shaft rotation speed detection sensor 27 (ISS) and the output shaft rotation speed detection sensor 28 (OSS), as described above, and the gear ratio of the transmission gear to be engaged. (| Synchronous rotation speed difference (N) | = (input shaft rotation speed / gear ratio) −
Output shaft rotation speed). The speed-change gear to be geared in is a select position signal from the select position detection sensor 75 (SES) and a shift direction signal from the first switch 41 (SWI) and the second switch 42 (SW2) constituting the shift knob switch 4. Can be specified based on the
By calculating the absolute value of the synchronous rotation speed difference (N) in this manner, the electric motor 8 in the synchronous range at the time of gear-in can be obtained from the drive power map shown in step S301.
The drive voltage (V3) of 1 (M1) can be obtained.

As described above, in the second embodiment,
The driving power (V) corresponding to the absolute value of the synchronous rotation speed difference (N)
A drive power map in the synchronous range where 3) is set, and the drive voltage (V3) in the synchronous range at the time of gear-in
Is obtained from the drive power map based on the synchronous rotation speed difference (N) at the initial stage of the synchronous operation. Therefore, in the synchronous range at the time of gear-in, an assist force corresponding to the synchronous rotational speed difference (N) can be obtained as in the first embodiment. As described above, if the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in is obtained from the drive power map shown in step S301, the first voltage shown in the flowcharts of FIGS. The process proceeds to step S5 in the embodiment, and steps S5 to S27 are executed.

Next, a third embodiment of the shift assist control of the controller 10 at the time of a shift operation will be described with reference to a flowchart shown in FIG. The flowchart shown in FIG. 10 according to the third embodiment corresponds to steps S1 to S4 in the flowchart according to the second embodiment shown in FIG. 9 described above. In the second embodiment, there is one drive power map in the synchronous range in which the drive power (V3) corresponding to the absolute value of the synchronous rotation speed difference is set.
The embodiment has two types of drive power maps, one for upshifting and one for downshifting, in the synchronous range in which the driving power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) is set. That is, in the third embodiment shown in FIG. 10, a shift-up drive power map shown in step S312 and a shift-down drive power map shown in step S313 are provided.
0 is stored in a read-only memory (ROM) 102. The shift-down drive power map is set so that the value of the drive power (V3) with respect to the absolute value of the synchronous rotation speed difference (N) is larger than that of the up-shift drive power map. Therefore, the shift assist force by the electric motor 81 (M1) is larger during downshifting than during upshifting. This is because the counter gear meshing with each transmission gear stirs the lubricating oil, so that the stirring resistance works so as to work favorably for the synchronizing action when upshifting, and to work against the synchronizing action when downshifting. Therefore, if the synchronous rotation speed difference (N) is the same, it is desirable to apply a larger assist force at the time of downshifting than at the time of upshifting.

As described above, the third driving power map in the synchronous range in which the driving power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) is set is provided for upshifting and downshifting. The embodiment will be described with reference to the flowchart shown in FIG. First, similarly to the first and second embodiments, the controller 1
0 is the clutch pedal switch 91 in step S1.
It is checked whether or not (SW3) is ON, that is, whether or not the clutch pedal 9 is depressed to release the clutch. If the clutch pedal switch 91 (SW3) is ON in step S1, the controller 10 determines that the clutch is disengaged and there is a shift intention, and proceeds to step S2 to shift the shift stroke position P to P.
5 <P <P7 (neutral range) to P5a <P <P
It is checked whether or not it has changed to the range of 5 (synchronization range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S2, the controller 10 determines that the gear-in operation has been performed in the first, third, and fifth speeds, and proceeds to step S321 to proceed. It is checked whether or not the transmission gear to be shifted in is upshifted. Whether or not the shift is up can be determined by the transmission gear that has been geared in and the transmission gear that is geared in from now. Whether the shift is up or not can be determined by comparing the rotational speed of the synchronous side (clutch sleeve) with the rotational speed of the synchronized side (the transmission gear to be geared in). That is, since the rotation speed of the clutch sleeve on the synchronization side is the same as the output shaft rotation speed, it can be obtained from the detection signal from the output shaft rotation speed detection sensor 28 (OSS). Further, since the rotation speed of the gear-in transmission gear on the synchronized side is obtained by dividing the input shaft rotation speed by the gear ratio (input shaft rotation speed / gear ratio), the input shaft rotation speed detection sensor 27 (IS
S) and read only memory (ROM) 1
02 can be obtained from the gear ratio of each transmission gear stored in the second gear. If the rotation speed of the clutch sleeve on the synchronization side is higher than the rotation speed of the gear-in transmission gear on the synchronization side, it is determined that the gear is down-shifted, and the rotation speed of the clutch sleeve on the synchronization side is determined to be on the synchronization side. If the rotational speed is lower than the rotation speed of a certain transmission gear, it is determined that the upshift is performed. As described above, the controller 10 includes the shift-up / shift-down determination unit that determines whether the gear-in transmission gear detected by the gear-in gear detection unit is upshifted or downshifted.

If it is determined in step S311 that the gear to be shifted into gear is upshifted, the controller 10 proceeds to step S312 and moves on to the electric motor 81 (M1) in the synchronous range during gear-in.
Drive voltage (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) shown in step S312 described above.
3) is determined from the shift-up driving power map in the set synchronization range. The absolute value of the synchronous rotation speed difference (N) is, as described above,
7 (ISS) and output shaft rotation speed detection sensor 28
It can be obtained from the detection signal from (OSS) and the gear ratio (i) of the transmission gear to be geared in (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed). The speed-change gears that are geared in include the select position signal from the select position detection sensor 75 (SES) and the first switch 41 (SWI) and the second switch 42 (SW2) that constitute the shift knob switch 4 as described above.
Can be specified based on the shift direction signal from. If it is determined in step S311 that the transmission gear to be geared in is not upshifted, that is, downshifted, the controller 10 determines in step S3
In step S13, the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in is set to the above-described step S
The drive power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) shown in H.323 is obtained from the shift-down drive power map in the set synchronous range.

As described above, in the third embodiment,
The driving power (V) corresponding to the absolute value of the synchronous rotation speed difference (N)
The driving power map for upshifting and the driving power map for downshifting in the synchronization range set in 3) are provided. It is obtained from the shift-up drive power map and the shift-down drive power map based on (N). Therefore, in the synchronous range at the time of gear-in, an assist force corresponding to the synchronous rotational speed difference (N) and upshift or downshift can be obtained. As described above,
If the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in is obtained from the drive power maps set for upshifting and downshifting by executing the above steps S312 to S313, The process proceeds to step S5 in the first embodiment shown in the flowcharts of FIGS. 7 and 8, and executes steps S5 to S27.

Next, a fourth embodiment of the shift assist control of the controller 10 at the time of a shift operation will be described with reference to a flowchart shown in FIG. Note that the flowchart shown in FIG. 11 in the fourth embodiment corresponds to steps S1 to S4 in the flowchart of the second embodiment shown in FIG. 9 described above. In the second embodiment, there is one drive power map in the synchronization range in which the drive power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) is set, but in the fourth embodiment, the synchronous rotation speed is different. A drive power map in a synchronous range where a drive power (V3) corresponding to the absolute value of the difference (N) is set is provided for each transmission gear. That is, in the fourth embodiment shown in FIG.
, A first-speed drive power map shown in step S324, a fifth-speed drive power map shown in step S325, a reverse drive power map shown in step S332, and a step S334. A second-speed drive power map and a fourth-speed drive power map shown in step S335 are provided.
0 is stored in a read-only memory (ROM) 102. Each drive power map is set such that the value of the drive power (V3) with respect to the absolute value of the synchronous rotation speed difference (N) increases as the gear ratio of each transmission gear increases. Therefore, as the gear ratio of the transmission gear increases, the shift assist force by the electric motor 81 (M1) increases.

As described above, the fourth embodiment in which the driving power map in the synchronizing range in which the driving power (V3) corresponding to the absolute value of the synchronous rotation speed difference (N) is set is provided for each transmission gear. This will be described according to the flowchart shown in FIG. First, similarly to the first and second embodiments, the controller 10 determines in step S1 whether the clutch pedal switch 91 (SW3) is turned on, that is, the clutch pedal 9 is depressed and the clutch is disconnected. Check if it was done. If the clutch pedal switch 91 (SW3) is ON in step S1, the controller 10 determines that the clutch is disengaged and there is a gear shift intention, and proceeds to step S2 to set the shift stroke position P to P5 <P <P7. It is checked whether or not (neutral range) has changed to the range of P5a <P <P5 (synchronous range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S2, the controller 10 shifts to the first speed, the third speed, and the fifth speed.
It is determined that the gear-in operation to the high speed side has been performed, and the process proceeds to step S321 to select the position detection sensor 75 (S
Based on the select position signal from ES), it is checked whether or not the select position (SP) is the first speed-reverse select position SP1 shown in FIG. If the select position (SP) is the first speed-reverse select position SP1 in step S321, the controller 10 determines that the shift stroke position P is in the range of P5 <P <P7 (neutral range) to P5a <P <P5 as described above. (Synchronization range), so that it is determined that the speed-change gear to be geared-in is the first speed, and the process proceeds to step S322 to calculate the absolute value of the synchronous rotation speed difference in the synchronization range at the time of gear-in from the first-speed driving power map. The drive voltage (V3) of the electric motor 81 (M1) corresponding to the value is obtained. At this time, the absolute value of the synchronous rotation speed difference (N) is determined by the detection signal from the input shaft rotation speed detection sensor 27 (ISS) and the output shaft rotation speed detection sensor 28 (OSS) as described above. (The synchronous speed difference (N) | = (input shaft speed / gear ratio) -output shaft speed).

If the select position (SP) is not the first speed-reverse select position SP1 in step S321, the controller 10 proceeds to step S323 and selects the select position based on the select position signal from the select position detection sensor 75 (SES). (SP) is 3 shown in FIG.
It is checked whether the current position is the second speed select position SP2. If the select position (SP) is the third-gear / second-gear select position SP2 in step S323, the controller 1
0 indicates that the shift stroke position P is P5 <P <
Since the state has changed from P7 (neutral range) to the range of P5a <P <P5 (synchronous range), it is determined that the speed-change gear to be gear-ind is the third speed, and step S3 is performed.
Proceeding to 24, the drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in is determined from the third-speed drive power map. At this time, the absolute value of the synchronous rotation speed difference (N) is determined by the input shaft rotation speed detection sensor 27 (IS
S) and output shaft rotation speed detection sensor 28 (OSS)
From the detection signal from the transmission gear and the gear ratio of the transmission gear (third gear in this case) that is geared in (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed). .

If the select position (SP) is not at the third speed-second speed select position SP2 at the step S323, the shift stroke position P is set to P5 <P as described above.
<P7 (neutral range) to the range of P5a <P <P5 (synchronous range), so that the shift stroke position P is the fifth to fourth speed SP3 shown in FIG. Then, the process proceeds to step S325, and the drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in is determined from the drive power map for fifth speed. Ask. At this time, the absolute value of the synchronous rotation speed difference (N) is, as described above, the input shaft rotation speed detection sensor 27 (I
SS) and the output shaft rotation speed detection sensor 28 (OS
S) and the transmission gear that gears in with the detection signal from the
Speed gear) (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed).

Next, in step S2, the shift stroke position P is determined to be P5 <P <P7 (neutral range).
The case where the state is not changed to the range of P5a <P <P5 (synchronization range) will be described. In this case, the controller 10 proceeds to step S4 and shifts the shift stroke position P from P5 <P <P7 (neutral range) to P7 <
It is checked whether it has changed to the range of P <P7a (synchronization range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S4,
It is determined that the gear-in operation to the second speed, the fourth speed, and the reverse side has been performed, and the process proceeds to step S331 to set the select position (SP) based on the select position signal from the select position detection sensor 75 (SES) in FIG. It is checked whether it is the 1st speed-reverse selection position SP1 shown in FIG. Step S331
If the select position (SP) is the first speed-reverse select position SP1, the controller 10 shifts the shift stroke position P from P5 <P <P7 (neutral range) to P7 <P <P7a (synchronous) as described above. Range), it is determined that the speed-change gear to be geared-in from now is reverse, and the process proceeds to step S332 to calculate the absolute value of the synchronous rotation speed difference (N) in the synchronous range during gear-in from the reverse drive power map. Electric motor 8 corresponding to
A drive voltage (V3) of 1 (M1) is obtained. At this time, the absolute value of the synchronous rotation speed difference (N) is determined by the detection signal from the input shaft rotation speed detection sensor 27 (ISS) and the output shaft rotation speed detection sensor 28 (OSS) as described above. It can be obtained from the gear ratio of this time (reverse gear) (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed).

If the select position (SP) is not at the first speed-reverse select position SP1 in step S331, the controller 10 proceeds to step S333 and selects the select position based on the select position signal from the select position detection sensor 75 (SES). (SP) is 3 shown in FIG.
It is checked whether the current position is the second speed select position SP2. If the select position (SP) is the third-speed-second-speed select position SP2 in step S333, the controller 1
0 indicates that the shift stroke position P is P5 <P <
Since the state has changed from P7 (neutral range) to the range of P7 <P <P7a (synchronous range), it is determined that the speed-change gear to be gear-ind is the second speed, and step S3 is performed.
Proceeding to 34, the drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in is determined from the second-speed drive power map. At this time, the absolute value of the synchronous rotation speed difference (N) is determined by the input shaft rotation speed detection sensor 27 (IS
S) and output shaft rotation speed detection sensor 28 (OSS)
Can be obtained from the detection signal from the motor and the gear ratio of the gear-in gear (the second-speed gear in this case) (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed). .

If the select position (SP) is not at the third speed-second speed select position SP2 at the step S333, the shift stroke position P becomes P5 <P as described above.
Since the state has changed from <P7 (neutral range) to the range of P7 <P <P7a (synchronous range), the shift stroke position P is the fifth to fourth speed SP3 shown in FIG. Then, the process proceeds to step S335, and the drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in is determined from the fourth-speed drive power map. Ask. At this time, the absolute value of the synchronous rotation speed difference (N) is, as described above, the input shaft rotation speed detection sensor 27 (I
SS) and the output shaft rotation speed detection sensor 28 (OS
S) and the transmission gear that gears in with the detection signal from the
Speed gear) (| synchronous rotational speed difference (N) | = (input shaft rotational speed / gear ratio) -output shaft rotational speed).

As described above, in the fourth embodiment,
The driving power (V) corresponding to the absolute value of the synchronous rotation speed difference (N)
A drive power map in the synchronous range in which 3) is set is provided for each transmission gear, and the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in is equal to the synchronous rotational speed difference (N) in the initial stage of synchronization. It is obtained from a drive power map set for each speed-change gear based on this. Therefore, in the synchronous range at the time of gear-in, an assist force corresponding to the synchronous rotational speed difference (N) and each speed-change gear can be obtained. As described above, the above steps S321 to S325 and steps S331 to S3
35, the drive voltage (V3) of the electric motor 81 (M1) in the synchronous range at the time of gear-in is obtained from the drive power map set for each transmission gear. The process proceeds to step S5 in the first embodiment shown in the flowchart, and executes steps S5 to S27.

Next, a fifth embodiment of the shift assist control of the controller 10 at the time of a shift operation will be described with reference to a flowchart shown in FIG. Note that the fifth embodiment is a combination of the technical ideas of the third embodiment shown in FIG. 10 and the fourth embodiment shown in FIG. 11, and that the absolute value of the synchronous rotation speed difference (N) is A drive power map in a synchronous range in which the corresponding drive power (V3) is set is provided for each transmission gear, and the intermediate transmission gears (second, third, fourth in the illustrated embodiment)
Speed) is provided with two types of drive power maps, one for upshifting and one for downshifting. That is, FIG.
In the fifth embodiment shown in FIG. 2, step S342
, A first-speed drive power map shown in step S345, and a third-speed shift-up drive power map shown in step S345.
46, a fifth-speed drive power map shown in step S347, a reverse drive power map shown in step S352, and a step S3.
55, a second-speed shift-down drive power map shown in step S356, a fourth-speed shift-up drive power map shown in step S358, and a fourth-speed shift-down drive power map shown in step S359. Drive power maps, and these drive power maps are stored in a read only memory (ROM) 102 of the controller 10.
Is stored in In the first-speed driving power map shown in step S342, one type of driving power map corresponding to downshifting is set because there is no upshift. In the drive power map for the fifth speed shown in step S347, one type of drive power map corresponding to upshift is set because there is no downshift. Further, in the reverse drive power map shown in step S352, one type of drive power map corresponding to the gear ratio (i) is set because neither upshift nor downshift exists.

As described above, a drive power map in a synchronous range in which the drive power (V3) corresponding to the absolute value of the synchronous rotational speed difference is set is provided for each transmission gear.
With respect to the intermediate transmission gears (second speed, third speed, and fourth speed), a fifth embodiment having two types of drive power maps for upshifting and downshifting will be described with reference to the flowchart shown in FIG. First, as in the above embodiments, the controller 10 checks in step S1 whether the clutch pedal switch 91 (SW3) is ON, that is, whether the clutch pedal 9 is depressed to release the clutch. If the clutch pedal switch 91 (SW3) is ON in step S1, the controller 10 determines that the clutch is disengaged and there is a gear shift intention, and proceeds to step S2 to set the shift stroke position P to P5 <P <P7. It is checked whether or not (neutral range) has changed to the range of P5a <P <P5 (synchronous range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S2, the controller 10 determines that the gear-in operation has been performed in the first, third, and fifth speeds, and step S2 is performed.
341 to select position detection sensor 75 (SE
Based on the select position signal from S), it is checked whether the select position (SP) is the first speed-reverse select position SP1 shown in FIG. If the select position (SP) is the first speed-reverse select position SP1 in step S341, the controller 10 determines that the shift stroke position P ranges from P5 <P <P7 (neutral range) to P5a <P <P5 as described above. (Synchronization range), it is determined that the speed-change gear to be gear-ind is now the first speed, and the process proceeds to step S342, where the synchronous rotation speed difference (N The drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of ()) is obtained.

If the select position (SP) is not the first-speed / reverse select position SP1 in step S341, the controller 10 proceeds to step S343 and selects the select position based on the select position signal from the select position detection sensor 75 (SES). (SP) is 3 shown in FIG.
It is checked whether the current position is the second speed select position SP2. If the select position (SP) is the third speed-second speed select position SP2 in step S343, the controller 1
0 indicates that the shift stroke position P is P5 <P <
Since the state has changed from P7 (neutral range) to the range of P5a <P <P5 (synchronous range), it is determined that the speed-change gear to be gear-ind is the third speed, and step S3 is performed.
Proceeding to 44, it is checked whether or not the transmission gear to be gear-ind is upshifted. The determination as to whether or not the shift is up can be made in the same manner as in the third embodiment shown in FIG. In step S344, if the transmission gear to be geared-in is upshifted, the controller 10 proceeds to step S345 to determine the absolute value of the synchronous rotation speed difference (N) in the synchronous range during gear-in from the third-speed upshift drive power map. The corresponding drive voltage (V3) of the electric motor 81 (M1) is obtained. In step S344, if the transmission gear to be geared in is not upshifted, that is, downshifted, the controller 10 proceeds to step S346 to read the synchronous rotation speed difference (N Electric motor 8 corresponding to the absolute value of
A drive voltage (V3) of 1 (M1) is obtained.

On the other hand, if the select position (SP) is not the third speed-second speed select position SP2 in step S343, the shift stroke position P is
5 <P <P7 (neutral range) to P5a <P <P
Since the shift stroke position P has changed to the range of 5 (synchronous range), the shift stroke position P is determined to be the 5th-speed to 4th-speed select position SP3 shown in FIG. Then, the drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in is determined from the drive power map for the fifth speed.

Next, in step S2, the shift stroke position P is determined to be P5 <P <P7 (neutral range).
The case where the state is not changed to the range of P5a <P <P5 (synchronization range) will be described. In this case, the controller 10 proceeds to step S4 and shifts the shift stroke position P from P5 <P <P7 (neutral range) to P7 <
It is checked whether it has changed to the range of P <P7a (synchronization range). If the shift stroke position P has changed from the neutral range to the synchronous range in step S4,
It is determined that the gear-in operation to the second speed, the fourth speed, and the reverse side has been performed, and the process proceeds to step S351 to set the select position (SP) based on the select position signal from the select position detection sensor 75 (SES) in FIG. It is checked whether it is the 1st speed-reverse selection position SP1 shown in FIG. Step S351
If the select position (SP) is the first speed-reverse select position SP1, the controller 10 shifts the shift stroke position P from P5 <P <P7 (neutral range) to P7 <P <P7a (synchronous) as described above. Range), it is determined that the speed-change gear to be geared-in from now on is reverse, and the process proceeds to step S352 to calculate the absolute value of the synchronous rotation speed difference (N) in the synchronous range at the time of gear-in from the reverse drive power map. Electric motor 8 corresponding to
A drive voltage (V3) of 1 (M1) is obtained.

If the select position (SP) is not the first-speed / reverse select position SP1 in step S351, the controller 10 proceeds to step S353 and selects the select position based on the select position signal from the select position detection sensor 75 (SES). (SP) is 3 shown in FIG.
It is checked whether the current position is the second speed select position SP2. If the select position (SP) is the third speed-second speed select position SP2 in step S353, the controller 1
0 indicates that the shift stroke position P is P5 <P <
Since the state has changed from P7 (neutral range) to the range of P7 <P <P7a (synchronous range), it is determined that the speed-change gear to be gear-ind is the second speed, and step S3 is performed.
Proceeding to 54, it is checked whether or not the transmission gear to be geared in is upshifted. In step S354, if the speed-change gear to be geared-in is upshifted, the controller 10 proceeds to step S355 to calculate the absolute value of the synchronous rotational speed difference (N) in the synchronous range during gear-in from the second-speed upshifting driving power map. The corresponding drive voltage (V3) of the electric motor 81 (M1) is obtained. In step S354, if the transmission gear to be geared in is not upshifted, that is, if downshifting, the controller 10 proceeds to step S356 to obtain the synchronous rotation speed difference (N The drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of ()) is obtained.

On the other hand, if the select position (SP) is not the third-speed / second-speed select position SP2 in step S353, the shift stroke position P is
5 <P <P7 (neutral range) to P7 <P <P7
Since the shift stroke position P has changed to the range (synchronization range), the shift stroke position P is determined to be the fifth-speed to fourth-speed select position SP3 shown in FIG. It is checked whether or not the speed change gear to be geared in is upshifted. In step S357, if the speed-change gear to be geared in is upshifted, the controller 10 proceeds to step S358 to calculate the absolute value of the synchronous rotation speed difference (N) in the synchronous range during gear-in from the fourth-speed upshift drive power map. The corresponding drive voltage (V3) of the electric motor 81 (M1) is obtained. In step S357, if the transmission gear to be geared in is not upshifted, that is, downshifted, the controller 10 proceeds to step S359 to read the synchronous rotation speed difference (N The drive voltage (V3) of the electric motor 81 (M1) corresponding to the absolute value of ()) is obtained.

As described above, in the fifth embodiment,
The driving power (V) corresponding to the absolute value of the synchronous rotation speed difference (N)
A drive power map in the synchronization range set in 3) is provided for each transmission gear, and two types of drive power maps are provided for the intermediate transmission gears, one for upshifting and one for downshifting. The driving voltage (V3) of the electric motor 81 (M1) in the above is obtained from each of the driving power maps based on the synchronous rotation speed difference (N) in the initial stage of the synchronization. Therefore, in the synchronous range at the time of gear-in, it is possible to obtain an assist force corresponding to the synchronous rotational speed difference (N) and each of the speed change gears and corresponding to upshift or downshift. As described above, by executing the above-described steps S341 to S347 and steps S351 to S359, the electric power motor 81 (M
After the drive voltage (V3) of 1) is obtained, the process proceeds to step S5 in the first embodiment shown in the flowcharts of FIGS. 7 and 8 and steps S5 to S27.
Execute

Although the present invention has been described based on the illustrated embodiment, the present invention is not limited to the embodiment. For example, in the illustrated embodiment, an example in which an electric motor is used as the shift assist actuator has been described, but other types of actuators such as a fluid pressure operated actuator and a solenoid actuator can be used as the shift assist actuator. .

[0076]

Since the shift assist device for a transmission according to the present invention is constructed as described above, the following operational effects can be obtained.

That is, in the shift assist device for a transmission according to the present invention, the driving force of the shift assist actuator is determined in accordance with the shift stroke position, and the driving force of the shift assist actuator in the synchronizing range at the time of gear-in is determined by rotating the input shaft. Since the synchronous rotation speed difference is calculated based on the speed and the gear ratio of the transmission gear that gears in and the output shaft rotation speed, and determined based on the calculated synchronization rotation speed difference, the assist force corresponding to the synchronous rotation speed difference is calculated. Obtainable.

Also, the shift assist device for a transmission according to the present invention includes a driving force map in a synchronous range in which a driving force corresponding to a synchronous rotation speed difference is set, and a driving force of a shift assist actuator corresponds to a shift stroke position. And calculating a synchronous rotational speed difference based on the input shaft rotational speed, the gear ratio of the transmission gear that is geared in, and the output shaft rotational speed. Since the driving force in the range is determined, an assist force corresponding to the synchronous rotation speed difference can be obtained in the synchronous range at the time of gear-in.

Further, the shift assist device for a transmission according to the present invention sets a shift-up drive force map and a shift-down drive force in a synchronous range in which a shift-up drive force corresponding to a synchronous rotation speed difference is set. A shift-down driving force map in the synchronized range, wherein the driving force of the shift assist actuator is determined in accordance with the shift stroke position, and the shift-up driving force map is determined based on the determination of the shift-up / shift-down determining means. The driving force map for downshifting is selected, and a synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed, and the calculated synchronous rotation speed is calculated from the selected driving force map. Since the driving force in the synchronous range corresponding to the speed difference is determined, in the synchronous range at the time of gear-in, The synchronous rotational speed difference and the shift-up or shift-down can be obtained assisting force corresponding.

The shift assist device for a transmission according to the present invention includes a driving force map in a synchronous range in which a driving force corresponding to a synchronous rotational speed difference is set for each transmission gear of the transmission, and a shift assist actuator is driven. In addition to determining the force corresponding to the shift stroke position, a synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed, and the driving force corresponding to the gear to be geared in is calculated. Since the driving force in the synchronous range corresponding to the calculated synchronous rotational speed difference is determined from the map, the synchronous rotational speed difference and the assist force corresponding to each transmission gear can be obtained in the synchronous range at the time of gear-in.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a transmission mechanism provided with a shift assist device for a transmission configured according to the present invention.

FIG. 2 is a schematic configuration diagram showing a gear mechanism of the transmission shown in FIG.

FIG. 3 is a sectional view of a synchronizer provided in the transmission of FIG. 2;

FIG. 4 is a view showing a shift pattern of a speed change lever of the speed change mechanism shown in FIG. 1;

FIG. 5 is a perspective view of a main part of a shift mechanism constituting the transmission mechanism shown in FIG. 1;

FIG. 6 is an explanatory diagram showing a relationship between a shift stroke position of a clutch sleeve of the synchronization device shown in FIG. 2 and a voltage applied to an electric motor of the shift assist device.

FIG. 7 is a partial flowchart showing an operation procedure of a first embodiment of shift assist control of a controller constituting a shift assist device for a transmission configured according to the present invention.

FIG. 8 is a partial flowchart showing an operation procedure of a first embodiment of shift assist control of a controller constituting a shift assist device of a transmission configured according to the present invention.

FIG. 9 is a partial flowchart showing an operation procedure of a second embodiment of the shift assist control of the controller constituting the shift assist device of the transmission configured according to the present invention.

FIG. 10 is a partial flowchart showing an operation procedure of a third embodiment of shift assist control of a controller constituting a shift assist device of a transmission configured according to the present invention.

FIG. 11 is a partial flowchart showing an operation procedure of a fourth embodiment of the shift assist control of the controller constituting the shift assist device of the transmission configured according to the present invention.

FIG. 12 is a partial flowchart showing an operation procedure of a fifth embodiment of shift assist control of a controller constituting a shift assist device of a transmission configured according to the present invention.

[Explanation of symbols]

2: Transmission 21: Transmission input shaft 22: Transmission output shaft 23: Transmission counter shaft 241: Driving gear (fifth speed gear) 241a: Dog tooth 242: Fourth speed gear 242a: Dog tooth 243 : Third speed gear 244: second speed gear 25a, 25b, 25c: synchronizing device 261, 262, 263, 264, 265, 266: counter gear 251: clutch hub 252: clutch sleeve 253: key 254: key spring 255, 256: Synchronizer ring 27: Input shaft rotation speed detection sensor (ISS) 28: Output shaft rotation speed detection sensor (OSS) 3: Shift lever 31: Knob of shift lever 4: Shift knob switch 41: First switch (SWI) 42: Second switch (SW2) 5: Shift operation mechanism 6: Shift mechanism 61 Push-pull cable 62: Control lever 63: Control rod 64: Shift lever 651, 652, 653: Shift rod 661, 662, 663: Shift block 7: Select mechanism 71: Push-pull cable 72: Select lever 75: Select position detection sensor (SES) 8: Shift assist device 81: Electric motor (M1) 82: Reduction gear 83: Operating lever 84: Connecting rod 85: Shift stroke sensor (SIS) 86: Rod 87: Lever 9: Clutch pedal 91: Clutch pedal switch (SW3) 10: Controller

Continued on front page F-term (reference) 3J067 AA05 AA21 AB24 AC06 BA43 BA56 CA07 CA08 CA31 CA32 DA13 DA74 DB32 FB02 FB42 FB63 GA01 3J552 MA04 MA13 NA01 NB01 PA01 PA18 PA20 QB07 SA30 SB38 TA10 VA32W VA37W VA41Z VA62W VA74W

Claims (10)

[Claims] 1. A shift assist device for a transmission, comprising: a shift assist actuator for operating a shift mechanism coupled to a shift lever and operating a synchronous device of the transmission in the same direction as a shift operation direction of the shift lever. A shift stroke sensor that detects a shift stroke position of the shift mechanism; an input shaft rotation speed detection sensor that detects a rotation speed of an input shaft of the transmission; and an output that detects a rotation speed of an output shaft of the transmission. Shaft rotation speed detection sensor; gear-in gear detection means for detecting a transmission gear that is geared in by the shift mechanism; shift stroke sensor, input shaft rotation speed detection sensor, output shaft rotation speed detection sensor, and gear-in gear detection Means for controlling the driving force of the shift assist actuator based on a signal from the means. And a controller that determines a driving force corresponding to the shift stroke position, and calculates a synchronous rotation speed difference based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed. A shift assist device for a transmission, wherein the shift assist device calculates a driving force in a synchronous range based on the calculated synchronous rotation speed difference. 2. The shift assist device for a transmission according to claim 1, wherein the driving force in the synchronous range is obtained based on the calculated synchronous rotational speed difference and the gear ratio of the gear-in gear. 3. The shift assist device for a transmission according to claim 1, wherein the shift assist actuator is an electric motor, and the controller determines drive power in the synchronization range. 4. A shift assist device for a transmission, comprising a shift assist actuator for operating a shift mechanism coupled to a shift lever for operating a synchronous device of the transmission in the same direction as the shift operation direction of the shift lever. A shift stroke sensor for detecting a shift stroke position of the shift mechanism; an input shaft rotation speed detection sensor for detecting a rotation speed of an input shaft of the transmission; and an output for detecting a rotation speed of an output shaft of the transmission. A shaft rotation speed detection sensor; gear-in gear detection means for detecting a transmission gear that is geared in by the shift mechanism; a driving force map in a synchronization range in which a driving force corresponding to a synchronous rotation speed difference is set; The input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and the gear-in tooth A controller for controlling the driving force of the shift assist actuator based on a signal from the vehicle detecting means. The controller determines the driving force corresponding to the shift stroke position and gears in with the input shaft rotation speed. Calculating a synchronous rotational speed difference based on the gear ratio of the transmission gear and the output shaft rotational speed, and determining a driving force in a synchronous range corresponding to the computed synchronous rotational speed difference from the driving force map. Gear shift assist device. 5. The transmission according to claim 4, wherein the shift assist actuator is an electric motor, the driving force map is a driving power map, and the controller determines the driving power in the synchronization range from the driving force map. Shift assist device. 6. A shift assist device for a transmission, comprising a shift assist actuator for operating a shift mechanism coupled to a shift lever and operating a synchronous device of the transmission in the same direction as the shift operation direction of the shift lever. , A shift stroke sensor for detecting a shift stroke position of the shift mechanism; a select position detection sensor for detecting a select position of the shift mechanism; and an input shaft rotation speed sensor for detecting a rotation speed of an input shaft of the transmission. An output shaft rotation speed detection sensor that detects a rotation speed of an output shaft of the transmission; a gear-in gear detection unit that detects a transmission gear that is geared in by the shift mechanism; and a shift-up operation corresponding to a synchronous rotation speed difference. Upshift Driving Force Map and Shift in Synchronous Range with Set Driving Power Based on signals from the downshift driving force map, the shift stroke sensor, the input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and the gear-in gear detection means in the synchronous range in which the down-time driving force is set. A controller for controlling a driving force of the shift assist actuator, the controller comprising: a shift-up / shift-down determination for determining whether a gear-in gear detected by the gear-in gear detection means is shifted up or down; Means for determining the driving force corresponding to the shift stroke position, and selecting the shift-up drive power map or the shift-down drive power map based on the determination by the shift-up / shift-down determination means, The gear ratio and output of the transmission gear that gears in Calculating a synchronous rotational speed difference based on the force shaft rotational speed, and determining, from a selected driving force map, a drive power in a synchronous range corresponding to the computed synchronous rotational speed difference. Assist device. 7. The shift assist actuator is an electric motor, the upshift drive force map and the downshift drive force map are an upshift drive power map and a downshift drive power map, and the controller is 7. The shift assist device for a transmission according to claim 6, wherein the drive power in the synchronization range is determined from a shift-up drive power map and a shift-down drive power map. 8. A shift assist device for a transmission, comprising: a shift assist actuator for operating a shift mechanism connected to a shift lever for operating a synchronous device of the transmission in the same direction as the shift operation direction of the shift lever. , A shift stroke sensor for detecting a shift stroke position of the shift mechanism, a select position detection sensor for detecting a select position of the shift mechanism, and an input shaft rotation speed sensor for detecting a rotation speed of an input shaft of the transmission. An output shaft rotation speed detection sensor that detects a rotation speed of an output shaft of the transmission; a gear-in gear detection unit that detects a transmission gear that is geared in by the shift mechanism; and a synchronization for each transmission gear of the transmission. A driving force map and a shift stroke in a synchronous range in which a driving force corresponding to a rotational speed difference is set. A controller that controls a driving force of the shift assist actuator based on a signal, a signal from the input shaft rotation speed detection sensor, the output shaft rotation speed detection sensor, and a signal from the gear-in gear detection unit. A drive force corresponding to the shift stroke position is determined, and a synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed, and the drive force corresponding to the gear to be geared in is calculated. A shift assist device for a transmission, wherein a driving force in a synchronous range corresponding to the calculated synchronous rotational speed difference is determined from a map. 9. The driving force map includes an upshifting driving force map and a downshifting driving force map for the intermediate transmission gear, and the controller detects a gear-in transmission gear detected by the gear-in gear detection means. Is provided with a shift-up / shift-down determining means for determining whether the gear is upshifting or downshifting. If the speed-change gear to be engaged is an intermediate gear, the driving force for shift-up is determined based on the determination by the shift-up / shift-down determining means. The driving force map for downshifting is selected, a synchronous rotation speed difference is calculated based on the input shaft rotation speed, the gear ratio of the transmission gear to be geared in, and the output shaft rotation speed, and the calculation is performed from the selected driving force map. Determining a driving force of the shift assist actuator in a synchronous range corresponding to the synchronous rotational speed difference. 8 shift-assisting device for a transmission according. 10. The shift assist actuator is an electric motor, the driving force map is a driving power map,
The shift assist device for a transmission according to claim 8, wherein the controller determines drive power in the synchronization range from the drive power map.