JP2004092702A - Controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an automatic transmission in simple configuration capable of truly performing gear shift operation when selecting a manual gear shift mode in accordance with driver's intention. <P>SOLUTION: During the manual gear shift mode, a TCU 21 calculates a select lever operation speed Vsft by a select lever operation speed calculating part 46 based on a signal from select lever displacement sensors 30a, 30b when a select lever 24 is operated to an up-shift side or a down shift side, and calculates a primary pressure correction factor Hpp in accordance with the select lever operation speed Vsft by a gear shift operation correction factor calculating part 47. As the select lever operation speed Vsft is faster, primary pressure ΔPp derived from an actual transmission ratio i and a target transmission ratio is' is corrected to a higher pressure side, and the definitive primary pressure ΔPp is set. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for an automatic transmission having a manual shift mode in which an arbitrary shift speed can be set by a driver's operation.
[0002]
[Prior art]
2. Description of the Related Art In recent years, a control device for an automatic transmission mounted on a vehicle includes a so-called automatic shift mode in which a shift stage is automatically variably set based on an engine load, an engine speed, a vehicle speed, and the like, and a driver that sets an arbitrary shift stage There have been proposed various types having a manual shift mode that can be selected.
[0003]
In such a control device, in order to improve the driver's operation feeling in the manual shift mode, for example, Japanese Patent Application Laid-Open No. Hei 9-196161 discloses that a manual shift slot is provided in accordance with the displacement amount of a select lever (shift lever). The first and second up switches that are sequentially turned on in accordance with the amount of displacement of the select lever toward the upshift side, and the amount of displacement toward the downshift side are provided. First and second down switches that are sequentially turned on in response to the first shift switch. When only the first up switch is turned on or only the first down switch is turned on, the shift control is performed at the first shift speed. When both the first and second up switches are turned on or when both the first and second down switches are turned on, the second change speed larger than the first speed change speed is set. Technique for performing speed change control at the speed has been disclosed.
[0004]
[Problems to be solved by the invention]
By the way, in this type of shift control, in order to further improve the driver's operation feeling in the manual shift mode, it is desirable to control the shift speed more finely.
[0005]
However, in the technique disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 9-196161, in order to control the shift speed more finely, the reaction force generated by the reaction force generation means and the up switch and the down switch are set in more stages. Therefore, there is a risk that the configuration of the reaction force generating means becomes complicated, and that the manual transmission slot becomes longer in the front-rear direction.
[0006]
The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a control device of an automatic transmission that can perform a shift operation when a manual shift mode is selected with faithfulness to a driver with a simple configuration. I do.
[0007]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, the invention according to claim 1 includes an automatic shift mode and a manual shift mode as shift modes, and in the manual shift mode, the driver sequentially shifts to a predetermined shift speed in accordance with an operation of a select lever by a driver. In the control device for an automatic transmission that performs an upshift or a downshift, an operation speed detection unit that detects an operation speed of the select lever during an upshift operation or a downshift operation in the manual shift mode; And a shift control means for variably controlling a shift operation at the time of upshift or downshift according to the operation speed of the select lever.
[0008]
That is, according to the first aspect of the invention, the operation speed of the select lever at the time of an upshift operation or a downshift operation in the manual shift mode is detected by the operation speed detection unit, and the shift control unit detects the operation speed of the manual shift mode. The shift operation at the time of upshift or downshift is variably controlled according to the operation speed of the select lever, thereby realizing the shift operation according to the driver's will.
[0009]
In this case, as described in claim 2, the shift control means sets the shift speed faster as the operation speed increases, or as described in claim 3, the shift control means controls the shift speed. It is desirable to set the shift operation start timing earlier as the operation speed increases.
[0010]
According to a fourth aspect of the present invention, an automatic shift mode and a manual shift mode are provided as shift modes. In the manual shift mode, upshift or downshift is sequentially performed to a predetermined shift speed in accordance with an operation of a select lever by a driver. An operating force detecting means for detecting an operating force on the select lever at the time of an upshift operation or a downshift operation in the manual shift mode, and an upshift in the manual shift mode. Alternatively, a shift control means for variably controlling a shift operation at the time of a downshift in accordance with an operation force on the select lever is provided.
[0011]
That is, in the invention according to claim 4, the operation force on the select lever at the time of an upshift operation or a downshift operation in the manual shift mode is detected by the operation force detecting means, and the shift control means detects the operating force in the manual shift mode. The speed change operation according to the driver's will is realized by variably controlling the speed change operation at the time of upshift or downshift according to the operation force on the select lever.
[0012]
In this case, as described in claim 5, the shift control means sets the shift speed faster as the operating force increases, or, as described in claim 6, the shift control means It is desirable to set the shift operation start timing earlier as the operation force increases.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 10 relate to a first embodiment of the present invention. FIG. 1 is a functional block diagram of a shift control process, FIG. 2 is a schematic configuration diagram of an automatic transmission, and FIG. FIG. 4 is a map showing a gear ratio at each shift speed in a manual shift mode, FIG. 5 is an explanatory diagram showing a change over time of a sensor output value at the time of a manual shift operation, and FIG. FIGS. 7 to 10 are maps showing the relationship with the primary pressure correction coefficient, and FIGS. 7 to 10 are explanatory diagrams showing changes in oil pressure in the manual shift mode.
[0014]
In FIG. 2, reference numeral 1 denotes an engine, and an output shaft of the engine 1 is connected to a front / rear switching device 4 of an automatic transmission 3 via a starting clutch 2 such as an electromagnetic clutch or a torque converter.
[0015]
A forward / reverse switching device 4 is connected to a pulley input shaft 5b that supports the primary pulley 5a of the continuously variable transmission 5, and a secondary pulley 5d is connected to a pulley output shaft 5c disposed in parallel with the pulley input shaft 5b. A drive belt 5e is wound around both pulleys 5a and 5d.
[0016]
The primary pulley 5a and the secondary pulley 5d are provided with a primary hydraulic chamber 5f and a secondary hydraulic chamber 5g, respectively. In the continuously variable transmission 5, the pulley groove width is set by the primary hydraulic pressure supplied to the primary hydraulic chamber 5f, and tension is applied to the drive belt 5e by the secondary hydraulic pressure supplied to the secondary hydraulic chamber 5g.
[0017]
In the automatic transmission 3, the pulley output shaft 5c is connected to a differential device 6b via a reduction gear group 6a of the final reduction device 6, and a front wheel or a rear wheel drive wheel 7a is mounted on the differential device 6b. The drive shaft 7 is provided continuously.
[0018]
Next, the hydraulic circuit of the continuously variable transmission 5 will be described. Reference numeral 11 in the figure denotes an engine-driven oil pump, and a discharge-side line pressure oil passage 12 of the oil pump 11 communicates with a secondary cylinder 5g, a line pressure control valve 13, and a primary pressure control valve 14. The orifice 16 communicates with the line pressure control solenoid valve 15a and the primary pressure control solenoid valve 15b.
[0019]
Each of the solenoid valves 15a and 15b is driven and controlled by a duty signal from a transmission control unit (TCU) 21, and discharges a line pressure (original pressure) supplied from a line pressure oil passage 12 when the duty signal is turned on, for example. And discharge when off. The discharge pressure from the line pressure control solenoid valve 15a is supplied to the line pressure control valve 13 via the oil passage 17 and acts as a control operation pressure of the line pressure control valve. On the other hand, the discharge pressure from the primary pressure control solenoid valve 15b is supplied to the primary pressure control valve 14 via the oil passage 18 and acts as a control operation pressure of the primary pressure control valve.
[0020]
The line pressure control valve 13 controls the line pressure based on the gear ratio i and the engine torque T by the control operation pressure. Further, in the primary pressure control valve 14, the line pressure oil passage 12 upstream of the primary pressure control valve 14 and the primary hydraulic chamber 5 f of the continuously variable transmission 5 are provided by balancing the pressure between the line pressure as the original pressure and the control operation pressure. The oil pressure supplied to the primary hydraulic chamber 5f is controlled by switching between an oil supply position connecting the communicating oil passage 19 and a draining position closing the oil passages 12 and 19 and draining the oil passage 19. Gear shift control.
[0021]
The TCU 21 includes a CPU, a RAM, a ROM (both not shown), and the like, and includes an engine speed sensor 31, a throttle opening sensor 32, a primary speed sensor 33, a secondary speed sensor 34, and the like. Are connected. Further, an inhibitor switch 29 for detecting the range position of the select lever 25 of the shift operation unit 24 is connected to the TCU 21, and when the select lever 25 is moved to a manual shift slot 26 provided beside the D range. An up switch 28a that outputs an up signal u when the manual switch 27 and the select lever 25 are turned on to the upshift position (+) side of the manual transmission slot 26, and is also operated to the downshift position (−) side. A down switch 28b that outputs a down signal d when it is pressed, a select lever displacement sensor 30a that detects the amount of displacement of the select lever 25 to the (+) side, and detects an amount of displacement of the select lever 25 to the (−) side. The selector lever displacement sensor 30b is connected.
[0022]
Here, as shown in FIG. 3, in the present embodiment, the select lever displacement sensors 30a and 30b are constituted by non-contact type displacement sensors such as laser sensors. It goes without saying that the select lever displacement sensors 30a and 30b may be constituted by a tactile displacement sensor.
[0023]
Next, each function related to the shift control of the TCU 21 will be specifically described.
As shown in FIG. 1, the TCU 21 includes an actual speed ratio calculating unit 40, a secondary pressure setting unit 41, a target speed ratio calculating unit 42, an engine allowable speed determination unit 43, a target speed ratio correcting unit 44, It has a primary pressure setting section 45, a select lever operation speed calculation section 46 as operation speed detection means, a shift operation correction coefficient calculation section 47 and a shift operation correction section 48 as shift control means, and driving sections 49 and 50. A control amount (duty ratio) for the line pressure control solenoid valve 15a and the primary pressure control solenoid valve 15b is calculated.
[0024]
The actual speed ratio calculation unit 40 uses the primary speed Np based on the signal from the primary speed sensor 33 and the secondary speed Ns based on the signal from the secondary speed sensor 34 to calculate the actual speed of the continuously variable transmission 5. A gear ratio i (i = Np / Ns) is calculated.
[0025]
In the secondary pressure setting unit 41, based on the engine speed Ne based on the signal from the engine speed sensor 31, the throttle opening θ based on the signal from the throttle opening sensor 32, and the actual gear ratio i, ΔPs = Based on the relationship of fs (Ne, θ, i), the secondary pressure (line pressure) ΔPs is set by referring to a map or calculating. Then, the set secondary pressure ΔPs is output to the drive unit 49, and the duty of the line pressure control solenoid valve 15 a is controlled through the drive unit 49.
[0026]
In the automatic gear shift mode, the target gear ratio calculating section 42 selects and selects a corresponding map from the target primary rotational speed maps provided for each traveling range based on the range position signal output from the inhibitor switch 29. Referring to the map, a target primary rotational speed Npd based on the secondary rotational speed Ns and the throttle opening θ is set. Then, the target speed ratio is (is = Npd / Ns) is calculated using the target primary speed Npd and the secondary speed Ns.
[0027]
Here, a map (see FIG. 4) for controlling the gear ratio to a fixed gear ratio (i1 to i6) from the first gear to the sixth gear, for example, is set in the TCU 21, and when the manual switch 27 is turned on. , TCU 21 shifts to the manual shift mode, and controls the continuously variable transmission 5 by selecting a predetermined fixed gear ratio. In this case, each time the up signal u is input from the up switch 28a, the target gear ratio calculator 42 sets a sequentially smaller gear ratio, for example, 2nd gear, 3rd gear,. Each time the down signal d is input from the down switch 28b, a sequentially increasing speed ratio, such as fifth speed, fourth speed,..., Is set as the target speed ratio is.
[0028]
The engine allowable rotation speed determination unit 43 determines the validity of the target speed ratio is calculated in the manual speed change mode. Specifically, the engine allowable rotational speed determination unit 43 uses the secondary rotational speed Ns (that is, the vehicle speed Vs) to correspond to the primary rotational speed Np ′ (that is, the engine rotational speed Ne ′) based on the target gear ratio is. ), And it is determined whether or not the engine speed Ne ′ is within the permissible speed range that is equal to or higher than the underspeed determination line L shown in the map of FIG. I do.
[0029]
If the engine speed Ne ′ calculated from the target speed ratio is calculated in the manual speed mode is out of the allowable speed range, the target speed ratio correction unit 44 cancels the target speed ratio is and cancels the previous target speed ratio is. While the final target gear ratio is 'is set by correcting the engine speed in the other cases (that is, when the engine speed Ne' in the manual speed mode is within the allowable speed range, or when the automatic speed mode is selected). In this case, the target gear ratio is calculated this time is set as the final target gear ratio is ′.
[0030]
The primary pressure setting unit 45 refers to a map or calculates a gear ratio based on the relationship of ΔPp = fp (i, is ′) so that the actual gear ratio i follows the target gear ratio is ′ in an appropriate gear time. Of the primary pressure ΔPp is set. Note that the primary pressure setting section 45 changes the primary pressure ΔPp to a predetermined oil pressure for maintaining the target speed ratio is ′ when the actual speed ratio i reaches the target speed ratio is ′. .
[0031]
The select lever operation speed calculation unit 46 calculates the operation speed of the select lever 25 when the select lever 25 is operated to the upshift position (+) or the downshift position (−) in the manual shift mode. calculate. More specifically, for example, as shown in FIG. 5, the output signal (output voltage) from the select lever displacement sensor 30a (30b) is held at a predetermined voltage V0 when the select lever 25 is at the neutral position, 25 increases to the (+) side ((-) side), and increases to a predetermined voltage V1 at the slot end position. Therefore, the select lever operation speed calculation unit 46 calculates the select lever operation speed Vsft using the time Δt required for the output voltage from the select lever displacement sensor 30a (30b) to change from V0 to V1.
Vsft = (V1−V0) / Δt
It is calculated by:
[0032]
The shift operation correction coefficient calculation unit 47 calculates a correction coefficient (primary pressure correction coefficient) Hpp for the primary pressure ΔPp based on the select lever operation speed Vsft calculated by the select lever operation speed calculation unit 46 with reference to a map. That is, as shown in FIG. 6, a map indicating a relationship between the select lever operation speed Vsft and the primary pressure correction coefficient Hpp is set and stored in the TCU 21 for each predetermined vehicle speed Vs and engine torque T, for example. The shift operation correction coefficient calculation unit 47 selects a map based on the vehicle speed Vs and the engine torque T calculated from each sensor value, and refers to the selected map based on the select lever operation speed Vsft, thereby obtaining a primary pressure correction coefficient Hpp. Is calculated. In this case, the primary pressure correction coefficient Hpp is set such that the primary pressure ΔPp is corrected to a higher pressure side as the select lever operation speed Vsft becomes faster.
[0033]
Then, the shift operation correcting unit 48 sets the final primary pressure ΔPp ′ (ΔPp ′ = ΔPp · Hpp) by correcting the primary pressure ΔPp with the primary pressure correction coefficient Hpp. The set primary pressure ΔPp ′ is output to the driving unit 50, and the primary pressure control solenoid valve 15b is duty-controlled through the driving unit 50.
[0034]
With such a configuration, in the manual shift mode, when the select lever 24 is operated to the upshift side or the downshift side, the TCU 21 determines the primary pressure ΔPp obtained from the actual speed ratio i and the target speed ratio is ′. Is corrected to the higher pressure side as the select lever operation speed Vsft becomes faster, and the final primary pressure ΔPp ′ is set. Thus, after the select lever 24 is operated in the manual shift mode, the time (shift speed) from the start of shift to the end of shift is variably controlled. That is, for example, as shown in FIG. 7, when the select lever operation speed Vsft is fast, the primary hydraulic pressure ΔPp is corrected to the high pressure side, so that an early shift end timing is obtained after the operation of the select lever 25. When the select lever operation speed Vsft is low, the primary hydraulic pressure ΔPp is corrected to the low pressure side, so that a later shift end timing is obtained after the operation of the select lever 25.
[0035]
According to such an embodiment, the shift speed is variably controlled in accordance with the operation speed of the select lever, which can be easily detected in a stepless manner. Up-shift control or down-shift control. Therefore, the shift operation when the manual shift mode is selected can be performed faithfully according to the driver's will.
[0036]
In the present embodiment, as shown in FIG. 8, for example, the start timing of the shift operation after the operation of the select lever 25 is variably controlled according to the shift speed Vsft, so that the shift end timing is variably controlled. You may do so. Also in such a case, it is needless to say that the shift operation when the manual shift mode is selected can be performed faithfully according to the driver's will.
[0037]
Further, the present embodiment is not limited to an automatic transmission having a continuously variable transmission. For example, a predetermined gear train is selectively operated by engagement / release control of a plurality of hydraulic multi-plate clutches or the like. Thus, the present invention can be applied to an automatic transmission having a configuration in which a plurality of gears are obtained. In such a case, for example, as shown in FIG. 9, the amount of change in the current gear speed clutch pressure and the next gear speed clutch pressure is increased or decreased according to the operation speed Vsft of the select lever in the manual shift mode, and the speed change is performed. The driver's will may be reflected in the shift operation by variably controlling the speed, and the shift operation is variably controlled by starting control of the shift operation after the select lever is operated as shown in FIG. May reflect the driver's will.
[0038]
11 to 13 relate to a second embodiment of the present invention. FIG. 11 is a functional block diagram of a shift control process, FIG. 12 is an explanatory diagram showing a main portion of a shift operation unit, and FIG. 9 is a map showing a relationship between a lever operating force and a primary pressure correction coefficient. Note that the present embodiment differs from the above-described first embodiment in which the shift operation is variably controlled in accordance with the operation speed of the select lever 25, and that the manual shift is performed in accordance with the operation force applied to the select lever 25. The difference is that the shift operation in the mode is variably controlled. Therefore, in the present embodiment, the select lever distortion sensors 60a and 60b are connected to the TCU 21 instead of the select lever displacement sensors 30a and 30b, and the TCU 21 includes a select lever operation speed calculation unit 46 and a shift operation correction coefficient. Instead of the calculation unit 47, it has a function as a select lever operation force calculation unit 61 as an operation force detection unit and a shift operation correction coefficient calculation unit 47 as a shift control unit. In addition, the same components as those in the above-described first embodiment are denoted by the same reference numerals, and description thereof is omitted.
[0039]
As shown in FIG. 12, in the present embodiment, the select lever distortion sensors 60a and 60b are fixed to the select lever 25 and determine the amount of distortion of the select lever 25 when the selector lever 25 is operated to the upshift side and the downshift side. Each is detected. In addition, it goes without saying that the select lever distortion sensors 60a and 60b may be configured by non-contact type distortion sensors.
[0040]
In the manual shift mode, the select lever operating force calculation unit 61 calculates the amount of distortion of the select lever 25 when the select lever 25 is operated to the upshift position (+) or the downshift position (−). Based on this, the operation force F applied to the select lever 25 by the driver is calculated.
[0041]
The shift operation correction coefficient calculation unit 62 calculates a correction coefficient (primary pressure correction coefficient) Hpp for the primary pressure ΔPp based on the select lever operation force F calculated by the select lever operation force calculation unit 61 with reference to a map. I do. In this case, as shown in FIG. 13, in the TCU 21, a map indicating the relationship between the select lever operating force F and the primary pressure correction coefficient Hpp is set and stored for each predetermined vehicle speed Vs and engine torque T, for example. The primary pressure correction coefficient calculation unit 62 selects a map based on the vehicle speed Vs and the engine torque T calculated from each sensor value, and refers to the selected map based on the select lever operation force F, thereby obtaining the primary pressure correction coefficient. Calculate Hpp. In this case, the primary pressure correction coefficient Hpp is set so that the primary pressure ΔPp is corrected to a higher pressure side as the select lever operating force F increases.
[0042]
According to such an embodiment, substantially the same operation and effect as those of the first embodiment can be obtained.
[0043]
【The invention's effect】
As described above, according to the present invention, the shift operation when the manual shift mode is selected can be faithfully performed with the driver's will with a simple configuration.
[Brief description of the drawings]
FIG. 1 is a functional block diagram of a shift control process according to a first embodiment of the present invention; FIG. 2 is a schematic configuration diagram of an automatic transmission; FIG. FIG. 4 is a map showing a gear ratio at each shift speed in a manual shift mode. FIG. 5 is an explanatory diagram showing a temporal change of a sensor output value during a manual shift operation. FIG. 7 is a diagram showing the relationship between the operating speed of the lever and the primary pressure correction coefficient. FIG. 7 is an explanatory diagram showing a change in hydraulic pressure in the manual shift mode. FIG. 9 is an explanatory view showing a change in hydraulic pressure in the manual shift mode. FIG. 10 is an explanatory view showing a change in hydraulic pressure in the manual shift mode. FIG. 11 is a view showing a shift according to the second embodiment of the present invention. FIG. 12 is a functional block diagram of control processing. Figure Legend showing a main portion 13 Id, a map showing the relationship between the operation force and the primary pressure correction coefficient of the select lever EXPLANATION OF REFERENCE NUMERALS
3 Automatic transmission 21 Transmission control unit 25 Select lever 46 Select lever operation speed calculation unit (operation speed detection means)
47: Shift operation correction coefficient calculating section (shift control means)
48: Shift operation correcting section (shift control means)
61… Select lever operating force calculator (operating force detecting means)
62 ... shift operation correction coefficient calculating section (shift control means)

Claims (6)

In the control device of the automatic transmission, the automatic shift device includes an automatic shift mode and a manual shift mode as a shift mode, and in the manual shift mode, sequentially upshifts or downshifts to a predetermined shift speed in accordance with an operation of a select lever by a driver.
Operation speed detection means for detecting the operation speed of the select lever at the time of upshift operation or downshift operation in the manual shift mode,
A shift control means for variably controlling a shift operation during an upshift or a downshift in the manual shift mode in accordance with an operation speed of the select lever. 2. The control device for an automatic transmission according to claim 1, wherein the shift control means increases the shift speed as the operation speed increases. 2. The control device for an automatic transmission according to claim 1, wherein the shift control means makes the shift operation start timing earlier as the operation speed becomes faster. In the control device of the automatic transmission, the automatic shift device includes an automatic shift mode and a manual shift mode as a shift mode, and in the manual shift mode, sequentially upshifts or downshifts to a predetermined shift speed in accordance with an operation of a select lever by a driver.
Operating force detecting means for detecting an operating force on the select lever during an upshift operation or a downshift operation in the manual shift mode;
A shift control means for variably controlling a shift operation during an upshift or a downshift in the manual shift mode in accordance with an operation force on the select lever. 5. The control device for an automatic transmission according to claim 4, wherein the shift control means increases the shift speed as the operating force increases. 5. The control device for an automatic transmission according to claim 4, wherein the shift control means makes the shift operation start timing earlier as the operating force increases.

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