JP2001227630A - Automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit a transmission to rapidly shift from a neutral speed reducing state to re-acceleration with simple operation. SOLUTION: This automatic transmission for a vehicle is provided with a means for obtaining an optimum gear stage corresponding to vehicle speed at the time when the accelerator operation quantity is the specified value or more in the neutral state of the transmission (step 1, step 2, step 7-step 10), and a means for controlling the setting of the gear to the optimum gear stage (step 11). The automatic transmission is also provided with a mans for judging whether vehicle speed is in a gear non-settable vehicle speed area when the transmission is neutral (step 1-step 4), and a means for controlling an alarm to accelerator operation on the basis of the judged result (step 5, step 6, step 12, step 13).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art An automatic transmission for a commercial vehicle such as a truck uses a mechanical clutch and a gear-type transmission, and includes various sensors for detecting their operating states and an actuator for driving them. By controlling each actuator by the control unit based on the signal, the shift operation of the vehicle is automatically performed so that the shift position of the transmission matches the target position at that time (for example, set based on a driver's shift instruction). There has been known a method for performing such processing (for example, JP-A-6-241300).

[0003] Among them, there is one that employs an up-down type shift lever unit (shift instructing means).
When a shift-up command or a shift-down command is issued from the shift lever unit when the transmission is in neutral, a gear position that can be set in gear is determined based on the vehicle speed at that time, and the optimum gear position according to the shift lever unit generation command is determined. Is also known as a gear shift target position (Japanese Utility Model Publication No. 6-36356).
issue).

[0004]

By the way, during deceleration to a stop, it may be necessary to re-accelerate after setting the transmission to neutral, and in such a case, it is necessary to operate the shift lever together with the accelerator operation (shift instruction). ) Is required. The conventional example described above (Jitsuhei 6-363)
In the case of No. 56), when the transmission is in neutral, a simple operation of tilting the shift lever to the Up side or the Down side controls the gear setting to the optimal gear based on the vehicle speed at that time. However, easy drive and re-acceleration (in particular, in an automatic transmission having a mechanical clutch and a gear-type transmission, it is said that re-acceleration is not good because a certain period of time is required for a shift operation).
In view of the above, it is desired that the transition to the re-acceleration can be quickly performed with a simpler operation.

An object of the present invention is to provide an effective means for solving such a problem.

[0006]

According to a first aspect of the present invention, in an automatic transmission for a vehicle, a means for detecting an accelerator operation amount, a means for detecting a vehicle speed, a means for detecting a shift position of a transmission, When the accelerator operation amount becomes equal to or more than a predetermined value when the transmission is in a neutral state based on a signal, a means for determining an optimum gear corresponding to the vehicle speed at that time, and means for controlling gear setting to the optimum gear are provided. And

In the second invention, a gear-type transmission is connected to the engine via a mechanical clutch, while the clutch is engaged / disengaged, a gearshift actuator for driving a gearshift mechanism of the transmission, and a shift position of the transmission. , A means for detecting the stroke position of the clutch, and a means for controlling the clutch actuator and the gear shift actuator to match the shift position of the transmission with the target position at that time based on these detection signals. In an automatic transmission for a vehicle, a means for detecting an accelerator operation amount, a means for detecting a vehicle speed, and an accelerator operation amount when the transmission is in a neutral state based on the detection signal and the shift position detection signal. It becomes equal to or larger than a predetermined value and means for determining an optimum stage according to the vehicle speed at that time, and means for setting the optimum stage as the target position of the gear shift, characterized in that the provided.

According to a third aspect of the present invention, in the first or second aspect, means for setting a vehicle speed range in which a gear cannot be set according to the vehicle speed and an optimum gear cannot be obtained, a shift position detection signal and a vehicle speed detection Means for determining whether the vehicle speed is in a vehicle speed range where gear setting is not possible when the transmission is in neutral based on the signal, and means for controlling an alarm for accelerator operation based on the determination result. I do.

According to a fourth aspect of the present invention, in the third aspect, the means for controlling the alarm for the accelerator operation includes: turning on the neutral display and stopping the buzzer when the vehicle speed is in a vehicle speed range where gear setting is impossible; When the vehicle is not in the vehicle speed range where the gear cannot be set, the neutral display is blinked and the buzzer is also set to be intermittently driven.

[0010]

According to the first and second aspects of the present invention, when the transmission is in neutral, when the accelerator operation amount exceeds a predetermined value, the optimum gear corresponding to the vehicle speed at that time is obtained. Is started. Therefore, if re-acceleration is required during deceleration, the gear can be set to the optimum gear only by depressing the accelerator, and no shift lever operation is required, so that it is possible to easily and quickly shift to re-acceleration. Therefore, a great effect can be expected in the improvement of the easy drive property and the re-acceleration property.

In the third invention or the fourth invention,
If the accelerator is depressed while the transmission is in neutral, the gear can be set to the optimal gear corresponding to the vehicle speed at that time, but if the optimal gear corresponding to the vehicle speed cannot be obtained, the transmission will be held in neutral. Depressing the accelerator causes the engine to be idle. To prevent this, it is determined whether or not the vehicle speed is in a vehicle speed range where gear setting is not possible, and an alarm for accelerator operation is controlled according to the determination result. The driver can use this warning to determine whether the driver can depress the accelerator when the transmission is in neutral.
It is possible to make an accurate judgment as to whether or not the engine will be blown. In the vehicle speed range where the optimal gear corresponding to the vehicle speed cannot be obtained and the gear setting is not possible, the clutch load should not be connected while controlling the load on the engine with a half clutch. According to this, it is set in a very low-speed running area where the possibility of engine stall is high.

[0012]

1 is a diesel engine, 2 is a friction clutch, 3 is a synchronous mesh transmission, and the output shaft of the transmission is connected to a rear axle via a propeller shaft (not shown). . An electronic governor device 1A for controlling the fuel injection amount is provided to the engine fuel injection pump, a clutch booster 2A for performing the on / off operation is provided for the clutch 2, and a gear shift unit 3A for performing the gear shift operation is provided for the transmission 3. 27 is a supply / exhaust valve of the clutch booster 2A.

[0013] As a detection means necessary for the shift control of the vehicle,
Engine rotation sensor 29 for detecting engine rotation speed
An accelerator opening sensor 28 for detecting an amount of depression of an accelerator pedal 7 (a required amount of accelerator opening);
A clutch stroke sensor 22 that detects a stroke position of the transmission 3, a gear position sensor (built in the gear shift unit 3A) that detects a shift position of the transmission 3, a vehicle speed sensor 21 that detects a rotation speed from an output shaft of the transmission 3, Transmission 3
And a gear rotation sensor 23 that detects the rotation speed of the main gear that idles on the main shaft.

In order to switch between manual control and automatic control of the clutch, clutch switches 24 and 25 for detecting the initial position and the operating position of the clutch pedal are provided. A shift lever unit 4 is provided in the operator's cab as a shift instructing means of the transmission 3, and outputs a shift position signal (shift instructing signal) of the shift lever 4A. In the driver's cab, a display unit 13 for displaying a shift position of the transmission 3 and the like, a manual shift mode in which the shift of the vehicle is performed in response to a shift instruction from the driver, and an automatic shift in which the shift is automatically performed in accordance with the driving state. A switch 31 (automatic transmission switch) for selecting a mode and a foot brake switch 26 for detecting depression of a brake pedal (not shown) are provided. 13A is an alarm buzzer.

Transmission control is performed by a transmission (T / M) control unit 11 and an engine control unit 12, which are connected by serial communication. When the mode switch 31 is in the manual shift mode, when a shift instruction signal (a target gear signal and a neutral signal) of the shift lever unit 4 is received, a detection signal (a shift position of the transmission 3) of the gear position sensor 33 is changed to a shift instruction signal. When they do not match, a shift request (shift control start signal) to the shift instruction position (gear shift target position) is generated. The shift lever unit 4 includes an Up-Down method (a shift-up command, a shift-down command, a neutral command, a reverse command, a hold command,
Is selectively generated). In this case, based on the shift lever unit generation command and the detection signal of the gear position sensor 33, the target gear (target position of the gear shift) corresponding to the driver's gear change instruction is selected.

When the mode switch 31 is in the automatic shift mode, a target gear (target gear shift position) is obtained from a detection signal of the accelerator opening sensor 28 and a detection signal of the engine rotation sensor 29, and the target gear and the gear position sensor 33 are determined. When the detection signals do not match, a shift request to the target stage is generated. In addition, a function is provided that automatically sets neutral as a target position for gear shift (automatically sets the transmission 3 to neutral) when the vehicle speed is reduced to a predetermined value or less based on the detection signal of the vehicle speed sensor 21. Can be

The transmission control unit 11 and the engine control unit 12 are started by these shift requests, and in order to smoothly perform a shift operation to a target position at that time, an electronic governor device 1A, a clutch booster 2A, and a gear shift unit 3A. Control. That is, the engine output is reduced at the time of starting the shift, and the clutch disconnection timing is delayed by a predetermined time.
After the clutch is disengaged, the transmission 3 is shifted to the target position (generally, gear shifting to neutral, gear shifting from neutral, and gear change for continuously performing these operations), and the engine is rotated (target gear) as necessary. Gear rotation). When the gear shift is completed, the clutch 2 is connected.

In this case, the transmission 3 may be artificially set to neutral by the shift lever unit 4 when the mode switch 31 is in the manual shift mode, and the vehicle speed may be set when the mode switch 31 is in the automatic shift mode. Is automatically set to neutral when the vehicle runs at a low speed below a predetermined value. For this reason, while the vehicle is decelerating, re-acceleration may be required when the transmission 3 is in neutral (rather than stopping immediately). In such a case, the accelerator operation amount (the detection signal of the accelerator opening sensor 28) is set to a predetermined value (a reference value for judging the driver's intention to re-accelerate) so that the shift to the re-acceleration can be quickly performed by a simple operation. If the vehicle speed exceeds 20% to 50%, for example, the optimum speed corresponding to the vehicle speed (detection signal of the vehicle speed sensor 21) at that time is obtained, and a function of controlling the gear set to the optimum speed is also added. Is done.

In FIG. 2, the transmission control unit 11 is provided with a shift map (a) of an optimal gear corresponding to the vehicle speed, and includes a detection signal of the gear position sensor 33, a detection signal of the accelerator opening sensor 28, and the vehicle speed sensor 21. Transmission 3 based on the detection signal
When the accelerator operation amount becomes equal to or more than a predetermined value when the vehicle is in the neutral position, the optimum gear corresponding to the vehicle speed is obtained from the shift map (a) at that time, and the optimum gear is automatically set as the target position of the gear shift. ing. Reference numeral 32 denotes an operation switch of an auxiliary brake for increasing the negative work of the engine 1. The transmission control unit 11 transmits a signal of the operation switch 32 and the vehicle speed sensor 21.
When it is determined that the predetermined condition is satisfied based on the detection signal or the like, the downshift is automatically performed so as to increase the engine rotation speed and increase the braking force of the auxiliary brake. Reference numeral 34 denotes a shift control unit of the transmission control unit 11, which controls the clutch booster 2A and the gear shift unit 3A.

FIG. 3 is a flowchart for explaining the control contents of the transmission control unit (gear setting processing at the time of re-acceleration), and is repeatedly executed at a predetermined control cycle. In step 1 and step 2,
The detection signal (shift position of the transmission 3) of the gear position sensor 33 is read, and it is determined whether the transmission 3 is in neutral based on the read signal.
If the determination is no, the process jumps to the end. If the determination is yes, the process proceeds to step 3. Step 3 and Step 4
In, the detection signal (accelerator operation amount) of the accelerator opening sensor 28 is read, and based on this, it is determined whether or not the accelerator opening is a predetermined value or more. If the determination is no, the process jumps to the end. If the determination is yes, the process proceeds to step 5. In steps 5 and 6, the detection signal of the vehicle speed sensor 21 is read, and based on the detection signal, an optimal gear corresponding to the vehicle speed is determined from the shift map (a). And
In step 7, a gear set command for the optimum gear is output (to the shift control means 34).

Based on such a configuration, when the transmission 3 is in neutral, when the accelerator operation amount exceeds a predetermined value, an optimal gear corresponding to the vehicle speed at that time is obtained, and the gear setting to this optimal gear is controlled. Is done. Therefore, when the transmission 3 is in the middle of deceleration of the vehicle, re-acceleration is necessary (for example,
When approaching an intersection, setting the transmission to neutral and then switching to a green light), when the accelerator is depressed, the gear can be set to the optimal position according to the vehicle speed at that time.
Since no shift lever operation is required, it is possible to easily and quickly shift to re-acceleration. Therefore, easy drive and re-acceleration (in particular, in an automatic transmission using a mechanical clutch and a gear type transmission, it is said that re-acceleration is not good because a certain period of time is required for a shift operation of a vehicle). A great effect can be expected for improvement.

FIG. 4 shows another embodiment, in which the shift map (a) has a vehicle speed range in which an optimum gear cannot be obtained and a gear cannot be set. In the clutch control, when the clutch 2 is connected in a fixed stroke pattern in the clutch control, the load on the engine 1 becomes excessive, and the vehicle speed range is set to a low-speed running range in which the possibility of engine stall is high. For this reason, if the accelerator is depressed while the transmission 3 is in the neutral position, the transmission 3 is held in the neutral position in a vehicle speed range where an optimum gear cannot be obtained, and the engine is idling due to the depression of the accelerator. .

To prevent this, it is determined based on the detection signal of the vehicle speed sensor 21 and the detection signal of the gear position sensor 33 whether or not the vehicle speed is in a vehicle speed range where gear setting is impossible when the transmission 3 is in neutral. A shift determination operation unit (b) that controls an alarm for an accelerator operation according to the result is added. In this case, when the vehicle speed is in the vehicle speed range where the gear cannot be set, the shift determination calculation unit (b) continues to turn on the neutral display 13a and stop the buzzer 13A when the vehicle speed is in the vehicle speed range where the gear cannot be set. When the vehicle speed is not in the vehicle speed range where the gear cannot be set, the neutral display 13a flashes and the buzzer 13A
Are set to such a control characteristic that they are driven intermittently. The overall configuration is the same as in FIG. 1, and the same components are denoted by the same reference numerals.

FIG. 5 is a flowchart for explaining the control contents of the transmission control unit 11 (gear setting processing at the time of re-acceleration), and is repeatedly executed at a predetermined control cycle. In steps 1 and 2, a detection signal (shift position of the transmission 3) of the gear position sensor 33 is read, and it is determined whether the transmission 3 is in neutral based on the read signal. If the determination is no, the process jumps to the end, while yes
If so, go to step 3.

In steps 3 and 4,
The detection signal of the vehicle speed sensor 21 is read, and based on this, it is determined whether or not the vehicle speed is in a vehicle speed range where gear setting is possible. If this determination is no (gear setting disabled), the process jumps to step 12 and step 13 to continue lighting the neutral display 13a and stopping the buzzer 13A. On the other hand, the determination in step 4 is yes (gear setting is possible)
In the case of, the process proceeds to step 5 and step 6, in which the neutral display 13a blinks and the buzzer 13A is intermittently driven.

In steps 7 and 8,
Detection signal of accelerator opening sensor 28 (accelerator operation amount)
Is read, and based on this, it is determined whether or not the accelerator opening is equal to or more than a predetermined value. If the determination is no, the process jumps to the end. If the determination is yes, the process proceeds to step 9. In steps 9 and 10, the detection signal of the vehicle speed sensor 21 is read, and the shift map (a) is
To determine the optimal gear according to the vehicle speed. And step 1
In step 1, a gear set command to the optimal gear corresponding to the vehicle speed at that time is output (to the shift control means).

Based on such a configuration, by setting a vehicle speed range in which an optimum gear cannot be obtained according to the vehicle speed and in which a gear cannot be set, even if the clutch 2 is controlled to be connected in a fixed stroke pattern, Stalls can be avoided. That is, the load on the engine 1 does not need to be delicately controlled by the half clutch, which is advantageous in terms of cost. Further, when the transmission 3 is in a neutral state, an alarm for accelerator operation is controlled, so that based on this alarm, the driver can appropriately determine whether the gear can be set by depressing the accelerator or the gear cannot be set.

In the vehicle speed range where the optimum gear corresponding to the vehicle speed cannot be obtained and the gear cannot be set, depressing the accelerator may cause the engine to idle, but a warning is dealt with (re-acceleration only by depressing the accelerator. Stop letting it go)
Thus, it is possible to prevent the engine from being blown out. Also, in the vehicle speed range where the gear can be set to obtain the optimal gear according to the vehicle speed, when the accelerator is depressed,
The gear setting to the optimal gear corresponding to the vehicle speed at that time is controlled. Therefore, the transmission 3 can be easily and quickly shifted from the neutral deceleration state to the re-acceleration only by depressing the accelerator.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of the present invention.

FIG. 2 is a functional block diagram showing a part of a control system.

FIG. 3 is a flowchart for explaining control contents.

FIG. 4 is a functional block diagram showing a part of a control system as another embodiment.

FIG. 5 is a flowchart for explaining control contents in the same manner.

[Explanation of symbols]

 Reference Signs List 1A Electronic governor device 2A Clutch booster 3A Gear shift unit 4 Shift lever unit 11 Transmission control unit 12 Engine control unit 13 Display unit 13a Neutral display 13A Alarm buzzer 21 Vehicle speed sensor 22 Clutch stroke sensor 23 Gear rotation sensor 24, 25 Clutch switch 26 Brake pedal Switch 28 Accelerator opening sensor 29 Engine rotation sensor 31 Mode selection switch 33 Gear position sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 59:54 F16H 59:54 (72) Inventor Kazunori Nagata Ichibanchi 1-chome, Daio, Ageo City, Saitama Prefecture Nissan Diesel F term in Industrial Co., Ltd. (reference) 3J052 AA04 AA05 BA01 DA04 EA08 EA09 GC02 GC13 GC46 GC64 GC72 HA01 LA01

Claims (4)

[Claims] 1. A means for detecting an accelerator operation amount, a means for detecting a vehicle speed, a means for detecting a shift position of a transmission, and the accelerator operation amount is equal to or more than a predetermined value when the transmission is in a neutral state based on these detection signals. An automatic transmission for a vehicle, comprising: means for determining an optimal gear corresponding to the vehicle speed at that time; and means for controlling gear setting to the optimal gear. 2. A clutch-type actuator for connecting and disconnecting a clutch while a gear-type transmission is connected to an engine via a mechanical clutch, a gearshift actuator for driving a gearshift mechanism of the transmission, and means for detecting a shift position of the transmission. Means for detecting the stroke position of the clutch, and means for controlling the clutch actuator and the gear shift actuator based on these detection signals so as to match the shift position of the transmission with the target position at that time. In the device, a means for detecting an accelerator operation amount, a means for detecting a vehicle speed, and an accelerator operation amount exceeding a predetermined value when the transmission is in a neutral state based on the detection signal and the shift position detection signal. And means for determining an optimum stage according to the vehicle speed at that time, an automatic transmission for a vehicle, characterized in that the means, provided for setting the optimum stage as the target position of the gear shift. 3. A means for setting a vehicle speed range in which an optimum gear cannot be obtained according to the vehicle speed and in which a gear cannot be set, and based on a shift position detection signal and a vehicle speed detection signal, the vehicle speed cannot be set when the transmission is in neutral. 3. The automatic transmission according to claim 1, further comprising means for determining whether or not the vehicle is in a vehicle speed range, and means for controlling an alarm for accelerator operation based on the determination result. 4. A means for controlling an alarm for accelerator operation includes: turning on a neutral display and stopping a buzzer when the vehicle speed is in a vehicle speed range where gear setting is impossible.
4. The automatic transmission according to claim 3, wherein, when the vehicle speed is not in a vehicle speed range where gear setting is not possible, the neutral display blinks and the buzzer is also driven intermittently.