JP2006132716A - Select assist device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a select assist device for an automatic transmission capable of enlarging a degree of freedom in layout by miniaturizing a select lever while implementing range switching operation in fail by mechanically connecting the select lever and a select position switching device, and obtaining select lever operational ability characteristic in accordance with demands. <P>SOLUTION: A controller 3 comprises an integration operating portion 31, a proportion operating portion 32 and a differentiation operating portion 33 for operating a drive command value of an assist actuator 2 by using gain to reduce the relative displacement of a first rotating portion 13 and a second rotating portion 17, and a proportion gain setting portion 34 and a differentiation gain setting portion 35 increase the gain in accordance with the increase of relative displacement. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention belongs to a technical field of a selection assist device for an automatic transmission that switches a selection position of the automatic transmission by control according to an operation of a driver's select lever in a vehicle equipped with the automatic transmission.

  Conventionally, a select lever of an automatic transmission is mechanically connected to a manual valve of the automatic transmission via an operating force transmission means such as a rod or a cable. The driver's operating force input to the select lever is transmitted to the manual valve via the operating force transmitting means, and the select position is switched according to the operation amount (see, for example, Patent Document 1).

On the other hand, what uses what is called shift-by-wire technique in which the select lever and the manual valve are electrically connected is known. In this prior art, an actuator that operates a manual valve is provided, and the select position is switched by driving the actuator by changing the rotation operation of the select lever into an electric signal (see, for example, Patent Document 2).
JP-A-9-323559 JP 2003-97694 A

  When the select lever is operated, a mechanical operating reaction force such as friction of the operating force transmission means, resistance of detent, etc. is generated, and thus a large operating force is required. Therefore, in order to reduce the necessary operating force of the driver, it is necessary to set the length of the select lever to a length that can obtain a sufficient lever force.

  Therefore, the former of the above prior arts has a problem that the shape becomes large due to the length of the select lever, so that there are many restrictions on the installation place and the degree of freedom in layout in the vehicle interior is low.

  On the other hand, in the latter, the selection lever can be designed shorter by adopting the actuator, and the degree of freedom in layout becomes higher than that in the former. However, since the select lever and the manual valve are not mechanically connected, the range cannot be switched during a failure.

  The present invention has been made paying attention to the above-mentioned problem, and the object of the present invention is to reduce the size of the select lever while enabling the range switching operation at the time of failure by mechanically connecting the select lever and the select position switching device. It is an object of the present invention to provide a selection assist device for an automatic transmission that can increase the degree of freedom in layout and can obtain select lever operation characteristics according to requirements.

  In order to achieve the above object, in the select assist device for an automatic transmission according to the present invention, a select lever and a select position switching device for the automatic transmission are connected by a select operation force transmission system, and the select operation force transmission system In the select assist device of the automatic transmission provided with an assist actuator for assisting the select operation force by the driver, the select operation force transmission system is connected to a first connecting member connected to a select lever and the select position switching device. A second connecting member that is connected, and a relative displacement allowable connecting mechanism that connects the two connecting members while allowing relative displacement up to a limit amount, and the assist actuator is set as the second connecting member. Assist control means for controlling driving of the assist actuator is provided, and the assist control is provided. The stage includes drive command value calculation means for calculating the drive command value of the assist actuator using a gain so as to reduce the relative displacement of both connecting members, and the drive command value calculation means increases the relative displacement. According to the above, the gain is increased.

  In the present invention, while maintaining the mechanical connection between the select lever and the select position switching device, the select position switching device of the automatic transmission is switched by the control drive according to the operation of the driver's select lever, so that at the time of failure Both securing the range switching operation and increasing the degree of layout freedom by downsizing the select lever can be achieved.

  Hereinafter, an embodiment for realizing a select assist device for an automatic transmission according to the present invention will be described based on examples.

First, the configuration will be described.
FIG. 1 is a side view showing a configuration of an automatic transmission apparatus according to a first embodiment, and FIG. 2 is a perspective view of a main part showing a detailed structure of a select section.

As shown in FIG. 1, the automatic transmission device according to the first embodiment mainly includes a selection unit 1, an assist actuator 2, a controller 3, a control cable 4, and an automatic transmission 5.
The select unit 1 includes a select lever 11, a select knob 12, a first rotating unit 13 (corresponding to a first connecting member), a check mechanism unit 14, a worm wheel 16, and a second rotating unit 17 (corresponding to a second connecting member). ), A cable mounting lever 18 and a fulcrum shaft 19.
The select lever 11 is provided at a position where it can be operated from the driver's seat, and a select knob 12 is attached to the tip of the select lever 11 for a driver to hold when selecting. The select lever 11 is attached to the first rotating unit 13, and the first rotating unit 13 is rotated about a fulcrum shaft 19. As a result, the select lever 11 can be rotated. The select lever 11 is set to 100 mm, which is 250 mm shorter than a conventional general select lever.

Further, the fulcrum shaft 19 is provided with a second rotating portion 17 so as to be rotatable. The second rotating part 17 is coaxial with the first rotating part 13 but has a structure capable of relative rotation.
A worm wheel 16 is provided on one end side of the second rotating portion 17, and a cable attachment lever 18 is provided on the opposite side of the worm wheel. The end of the control cable 4 is attached to the cable attachment lever 18, and the opposite end is attached to the control arm 51 of the automatic transmission 5.
In the first rotating unit 13 and the second rotating unit 17 that can rotate relative to the same rotating shaft (fulcrum shaft 19), the first rotating unit 13 has a play having a predetermined length in the circumferential direction. A groove 131 is provided. The second rotating portion 17 is provided with a protrusion 171 so as to be positioned in the play groove 131. As a result, the relative rotation between the first rotating portion 13 and the second rotating portion 17 is within a range in which the protrusion 171 can move between the play grooves 131. (The idle groove 131 of the first rotating portion 13 and the protrusion 171 of the second rotating portion 17 constitute an idle connecting mechanism which is a relative displacement allowable connecting mechanism.)

The assist actuator 2 is an electric motor. A worm 21 is provided on the output shaft of the assist actuator 2 to be engaged with the worm wheel 16 to form a worm gear. The assist actuator 2 rotates the second rotating portion 17. . Further, a position sensor 6 (corresponding to a relative displacement amount detecting means) for detecting a relative rotation stroke angle between the first rotating portion 13 and the second rotating portion 17, that is, a relative displacement amount, is provided at the fulcrum shaft 19. .
Furthermore, a check mechanism portion 14 is provided on the opposite side of the first rotating portion 13 to the select lever 11. The check mechanism unit 14 includes a pin 141 that protrudes from the first rotating unit 13 to the outer peripheral side, and a groove 142 that engages with the pin 141. Although not shown in detail, the pin 141 has a structure in which the tip is biased by a spring in the protruding direction from the inside. The tip of the pin 141 is engaged with the groove 142. The groove part 142 is wave-shaped so as to form a valley part 142a corresponding to five ranges (P, R, N, D, and L). ). The check mechanism unit 14 holds the selected select position, and prevents an unintended range select input due to, for example, vibration of the vehicle without any operation.

The controller 3 (corresponding to the assist control means) sets a command value for the assist actuator 2 based on the detected relative position, and performs PWM control on the output duty ratio of the electric motor.
FIG. 3 shows a control block diagram of the controller 3.
In the selector 1, the change in the stroke of the select lever 11 that has been subjected to the range switching operation becomes a relative rotational change in the first rotating part 13 and the second rotating part 17, and a change in the relative displacement amount between the play groove 131 and the protrusion 171. . This change in the relative displacement is detected by the position sensor 6 and output to the controller 3.
In the controller 3, PID control is performed by the integral calculation unit 31, the proportional calculation unit 32, and the differential calculation unit 33.

  The integration calculation unit 31 includes an integrator 311 and a multiplier 312. The integrator 311 integrates the relative displacement amount. Multiplier 312 multiplies the output of integrator 311 by an integral gain.

  The proportional calculation unit 32 includes a multiplier 321 and multiplies the relative displacement amount by a proportional gain. As the proportional gain, the proportional gain set by the proportional gain setting unit 34 is used.

  The differential operation unit 33 includes a differentiator 331 and a multiplier 332. The differentiator 331 differentiates the input relative displacement amount. The multiplier 332 multiplies the output of the differentiator 331 by the differential gain. As the differential gain, the differential gain set by the differential gain setting unit 35 is used.

  The proportional gain setting unit 34 sets a proportional gain according to predetermined data so as to increase the gain when the relative displacement amount increases in any direction from the relative displacement amount in any direction, and outputs the proportional gain. To do.

  The differential gain setting unit 35 sets the differential gain according to predetermined data so that the gain becomes larger when the relative displacement amount increases in any direction from the relative displacement amount in any direction. To do.

  The adder 36 adds the operation values output from the integral operation unit 31, the proportional operation unit 32, and the differentiation operation unit 33.

  The motor drive control unit 37 drives the assist actuator 2 in accordance with the calculated drive command.

Next, the detent structure of the automatic transmission 5 will be described.
FIG. 4 is a perspective view showing a detent structure of the automatic transmission 5.
The control arm 51 is provided with a rotation shaft 52, and a detent plate 53 is supported on the rotation shaft 52. At the upper end of the detent plate 53, a valley portion 53b corresponding to five ranges (P, R, N, D, and L) is formed between the cam peaks 53a. Then, the detent pin 55 formed at the tip of the spring plate 54 is engaged with the valley portion 53b, and the selected selection position is held, thereby preventing an unintended range selection due to vehicle vibration or the like. Yes.

  That is, the rotating shaft 52 is rotated by the operating force of the assist actuator 2 or the operating force of the select lever 11, and the detent plate 53 is moved relative to the detent pin 55 according to this rotation. At this time, the detent pin 55 gets over the cam crest 53 a and engages with the valley 53 b corresponding to the adjacent range, and the engaged state is held by the elastic force of the spring plate 54. This elastic force becomes the main load force when performing the selection operation.

Note that one end of a parking rod 56 is rotatably connected to the detent plate 53. The parking rod 56 prevents rotation of the parking gear 58 via the cam-like plate 57 and locks driving wheels (not shown) when the select lever 11 is moved to the P range. As a result, when the vehicle is parked on the slope road in the P range, a vehicle load is applied so as to lock the drive wheels according to the slope, and acts as a force for biting the parking rod 56.
In the first embodiment, the detent force (check force) works in the automatic transmission 5 and the selection unit.

Next, the operation will be described.
[Automatic transmission select position control process]
FIG. 5 is a flowchart showing a basic process flow of the select position control process executed by the controller 3.

  In step S1, the relative position displacement amount signal from the position sensor 6 is input, and the displacement amount of the relative position is read.

  In step S2, the deviation from the midpoint of the relative position is calculated from the read relative position.

  In step S3, a motor torque command value is set from the deviation from the midpoint of the relative position.

  In step S4, the electric motor of the assist actuator 2 is driven according to the motor torque command value.

[Operation reaction force characteristics of automatic transmission]
FIG. 6 is a characteristic diagram showing an operation reaction force generated on the output shaft of the assist actuator 2 in the P → R range direction and an operation reaction force generated on the select knob 12 in the connected state. This operation reaction force characteristic is obtained by comparing the operation reaction force [N] on the output shaft and the operation reaction force [N] on the select lever 11 with the operation position (stroke angle) of the select lever 11.

  When the operating force of the select lever 11 is transmitted to the automatic transmission 5, the operating reaction force of the select lever 11 is combined with the load force generated by the detent in the select unit 1 described above and the frictional force of the mechanism. It is what. Therefore, when the range switching operation is performed during the range switching control, a manual operation exceeding this operation reaction force is required.

The operation reaction force on the output shaft of the electric motor of the assist actuator 2 is a combination of the load force generated by the detent of the automatic transmission 5 described above and the frictional force of the control cable 4 and the inertia of the electric motor. . Therefore, the range switching by the assist actuator 2 requires a driving force that is greater than the operation reaction force.
As shown in FIG. 6, the operation reaction force generated when the select lever 11 is operated in the P → R range direction is the same as the operation direction of the select lever 11 or the driving direction of the assist actuator 2 between the ranges. It occurs in the reverse direction (D → N range direction), changes direction after the peak, occurs in the same direction as the operation direction (P → R range direction), and converges to zero near the range switching position (stop position) Become. This characteristic is caused by a load force generated when the detent pin 55 or the pin 141 gets over the cam mountain 53a or the cam mountain of the groove 142. That is, until the detent pin 55 or the pin 141 gets over the cam crest 53a or the cam crest of the groove 142, a resistance force is generated by a biasing force of a spring (not shown) that biases the spring plate 54 or the pin 141. This is because the detent pin 55 or the pin 141 falls into the groove or the groove 53b of the next cam mountain 53a and the pulling force (inertial force) is generated after the pin 141 gets over the cam mountain 53a or the cam mountain of the groove 142. .

[Automatic transmission range switching control]
In the select assist device for the automatic transmission according to the first embodiment, as an example of the state before the operation, the first rotating portion 13 and the second rotating portion 17 are in a non-connected state, and the protrusion 171 has a relative position in the idle groove 131. Is in the middle position, that is, in a state having a margin with respect to either operation direction (see FIG. 8A).

  From this state, for example, when the select lever 11 is started to operate, the relative displacement amount of the play groove 131 and the protrusion 171 changes. However, since it is within the position range in the unconnected state, the control cable 4 does not move. This change in the relative displacement amount is detected by the position sensor 6, and a motor drive control command value corresponding to the deviation of the relative position is set by the integral calculation unit 31, the proportional calculation unit 32, and the differential calculation unit 33, and the assist actuator 2 electric motors are driven. The drive output of the assist actuator 2 is transmitted to the worm wheel 16 by the worm 21, the second rotating portion 17 rotates, and the control arm 51 of the automatic transmission 5 is driven via the control cable 4 to select the automatic transmission. The position is switched.

In addition, when the control cable 4 advances and retreats by the rotation of the second rotating portion 17, the relative position of the play groove 131 and the protrusion 171 returns to the vicinity of the midpoint.
That is, as shown in FIGS. 8A to 8C, the relative position displacement is held near the midpoint of the relative position by the control of the integral calculation unit 31, the proportional calculation unit 32, and the differential calculation unit 33. The control arm 51 of the automatic transmission is driven following the movement of the select lever 11 to switch the select position.
This movement is as if the select lever 11 and the control arm 51 of the automatic transmission 5 are connected by the control cable 4.
As an example, FIG. 7 shows a change state of the relative position when moving from the P range to the R range. When the angle input to the select lever 11 is an operation angle and the angle of the control arm 51 is an operation angle, the relationship between the operation angle and the operation angle is as shown in FIG. That is, at the beginning of the control, the operating angle follows the operating angle with a delay, and the operating angle precedes the operating angle in the second half of the control by the suction force to the next range by detent.

[Improved operation feeling]
In the first embodiment, when the normal control is performed as described above, the relative positions of the play groove 131 of the first rotating portion 13 and the protrusion 171 of the second rotating portion 17 are maintained at the middle point. Therefore, the first rotating portion 13 and the second rotating portion 17 are connected as a mechanical transmission system in the middle of the operation, and the shock is not transmitted to the select lever 11 and the operation feeling is not lowered.

  Thereby, the operation feeling in the first embodiment is generated only by the check mechanism unit 14 of the selection unit 1. Therefore, it is possible to make the light operation feeling of the select lever 11 very good with respect to the shape, size, spring strength, etc. of the cam crests in the groove 142 and the pin 141, which is smaller than the conventional one.

[Improves the feeling of operation when starting on a steep slope and reduces the size and weight]
When performing a select operation from the P range to the D range in an attempt to start a steep slope, the force for pulling out the parking rod increases and the operation force increases. In the select assist device for the automatic transmission according to the first embodiment, when the load is large as described above, the protrusion 171 comes into contact with the end of the play groove 131, that is, there is no play amount in the play mechanism. The operating force input to the select lever 11 is transmitted to the second rotating portion 17 and the control cable 4, and the assisting force of the electric motor of the assist actuator 2 is added to this to pull out the parking rod 56. Is a light operation, and as a system, the rating of the electric motor can be reduced and the system can be reduced in size and weight.

[Improving operation feeling and reducing costs in sudden shift operations]
In the select assist device for the automatic transmission according to the first embodiment, when a sudden selection operation is performed, the protrusion 171 comes into contact with the end of the play groove 131, that is, there is no play amount in the play mechanism. The operating force input to the select lever 11 is transmitted to the second rotating portion 17 and the control cable 4, and the assist force of the electric motor of the assist actuator 2 is added thereto. As a result, the operation feeling is light, and the system requires less responsiveness to the electric motor, thereby reducing the rated size of the motor.

[Mechanical connection of select lever and control arm of automatic transmission]
Further, in the first embodiment, during a failure, if the select lever 11 is operated beyond the position range of the non-connected state, the movable amount, that is, the play amount disappears in the operation direction, and the control cable 4 enters the connected state. The control arm 51 of the automatic transmission 5 can be operated by the operating force via

[Shock when selecting, fixed gain]
In the automatic transmission select assist device according to the first embodiment, the first rotating portion 13 on the select lever side and the second rotating portion 17 on the automatic transmission side are engaged with each other with a play amount. . In the PID control in the controller 3, the relative displacement amount between the first rotating portion 13 and the second rotating portion 17 is used as a deviation input so that the relative displacement amount becomes small, that is, the engagement is performed with a play amount. The protrusion 171 of the second rotating portion 17 is controlled to be positioned at the midpoint of the groove 131 with respect to the groove 131 of the first rotating portion 13.
However, when the operation of the select lever 11 is very fast, the protrusion 171 comes into contact with the end of the groove 131 and rattling occurs.
If this rattling occurs, the contact feeling is transmitted to the driver, and the operation feeling is lowered.
On the other hand, in the first embodiment, this problem is solved by improving the followability.

In addition, when a fixed gain is used in the PID control, when the operating position passes the operating position in the second half of the operation, the amount of overtaking becomes excessively large, thereby increasing the difference between the subsequent operating position and the operating position. That is, the followability is reduced.
In the first embodiment, this problem is also solved by improving the followability.

[Gain change effect]
In the first embodiment, the proportional gain and the differential gain in the PID control are set by the proportional gain setting unit 34 and the differential gain setting unit 35 according to the relative displacement amount.
FIG. 9 shows the relationship between the relative displacement amount and the gain. Although FIG. 9 shows a proportional gain, the differential gain has a substantially similar relationship as shown in FIG.
That is, the relative displacement amount is 0, that is, with respect to the midpoint, the gain increase rate with respect to the relative displacement far from the midpoint is increased more than the gain increase rate with respect to the relative displacement close to the midpoint. .

  Then, especially in PID control, the differential gain and proportional gain, which are controlled variables that provide fast response, obtain a large gain that increases secondarily when the relative displacement moves away from the midpoint, and calculate the drive command value. Then, a large driving force (motor rotation speed) is output to the assist actuator so as to go to the middle point, that is, to reduce the relative displacement. Therefore, as shown in FIG. 10, the followability of the operation position on the automatic transmission side is improved at the operation position on the select lever 11 side, and the occurrence of rattling is prevented.

  Further, as shown in FIG. 10C, the differential gain and the proportional gain are set according to the change in the relative displacement amount in one operation from one range position to the next range position. Therefore, when necessary, a large gain can be obtained, and when not necessary, the gain is not increased unnecessarily. In the middle of the operation, when the relative displacement amount becomes 0 as shown in FIG. 10C, the proportional gain and the differential gain are also reduced accordingly. Therefore, as in the case of the fixed gain, when the operation position exceeds the operation position, the amount of the operation position exceeding the operation position is too large, and the follow-up performance is not deteriorated.

Next, the effect will be described.
In the automatic transmission select assist device of the present embodiment, the following effects can be obtained.
(1) The select lever 11 has a projection amount of about 150 mm less than the conventional select lever, and the select lever 11 and the control arm 51 are connected via the control cable 4 with a play amount. Therefore, the degree of freedom of the vehicle interior layout is greater than that of the conventional product, and the select lever 11 can be set at any location in the vehicle interior such as an instrument panel.
Further, since the select lever 11 and the control arm 51 are mechanically connected by the control cable 4 with a play amount, the driver manually switches the select position even when the assist actuator 2 or the controller 3 fails. be able to.

In addition, the engagement of the idle groove 131 of the first rotating portion 13 and the protrusion 171 of the second rotating portion 17 provides a non-connected state and a connected state, and maintains a neutral state within the set play amount. At this time, it is possible to prevent a sense of incongruity due to the transition from the unconnected state to the connected state.
Further, in the first embodiment, since the normal state is set to the non-connected state, it is preferable to operate with a light force in accordance with the downsizing of the select lever 11 without receiving the subsequent frictional resistance received in the connected state. An operation feeling can be generated by the check mechanism unit 14 of the selection unit 1.
Further, in the first embodiment, since there is a play amount in a non-connected state, adjustments that are synchronized with each other when the select lever 11 side and the automatic transmission 5 side are assembled can be simplified, and can be assembled to a vehicle. Can be improved.

  Further, when starting on a steep slope where the load of the select operation system is excessive or when performing a rapid select operation, the assist force of the motor is added to the operation force of the driver, and the operation can be lightened. In addition, since the operating force can be transmitted, the system can be downsized in the motor rating and the response to the motor can be eased.

Further, advantageous effects on the shift-by-wire system in the selection assist device of the automatic transmission according to the first embodiment will be described in comparison.
In the above-described operation and effects, (A) In normal operation, the range is switched by the operating force of the actuator without transmitting the manual operating force to the automatic transmission. (B) At the time of failure, the range is switched by manual operation force without using the actuator operation force. (C) When an excessive load occurs, the range is switched by adding the manual operating force and the actuator operating force (assist state). In particular, (B) and (C) are advantageous effects for the shift-by-wire system.

  Furthermore, it is advantageous that the states (A) and (C) are also variable. That is, in the select assist device for the automatic transmission according to the first embodiment, the ratio between the driver's operating force and the assist force by the assist actuator can be changed according to the traveling state. For example, when shifting from the R range to the P range when the traveling speed is high, by weakening the assist force of the motor, the operation force of the driver is increased (heavier operation) due to erroneous finger touch selection. It is possible to prevent the vehicle from stopping suddenly. As described above, in addition to the improvement of the operation feeling, it is possible to prevent erroneous selection and to suppress those connected thereto by making the operation heavy.

Furthermore, compared to a shift-by-wire system, the shift-by-wire system has better control system response and positioning accuracy against disturbances such as the zero point movement of the potentiometer (position sensor) over time, fluctuations in power supply voltage, and circuit input voltage drift. Easy to deteriorate. In the select assist device of the automatic transmission according to the first embodiment, even if there is some fluctuation in the control system, the driver can operate by absorbing the fluctuation through the mechanical link, and thus the system has excellent robust stability.
Furthermore, when the shift-by-wire system goes down, it is necessary to search for an emergency lever and perform an operation different from the normal operation, which puts a heavy burden on the panicked driver. In the select assist device of the automatic transmission of the first embodiment, even if the operation force is heavy, the operation can be continued with normality with the same select operation as usual.

  Furthermore, in the first embodiment, the controller 3 uses an integral calculation unit 31 that calculates a drive command value of the assist actuator 2 using a gain so as to reduce the relative displacement between the first rotation unit 13 and the second rotation unit 17, and a proportional calculation. The proportional gain setting unit 34 and the differential gain setting unit 35 increase the gain as the relative displacement increases, so that followability can be improved. Can improve the operational feeling.

  (3) The integral calculation unit 31, the proportional calculation unit 32, and the differential calculation unit 33 perform PID control using the relative displacement amount as a deviation input, and the gain that increases as the relative displacement increases increases the PID control. Since both proportional gain and differential gain are used, proportional control and differential control, which operate quickly with high responsiveness, can follow well, improving the follow-up performance of PID control. The ring can be improved.

The second embodiment is an example in which the position sensor 6 that detects the relative displacement amount changes the detection sensitivity according to the relative displacement amount.
FIG. 11 is a control block diagram of the controller 3 in the select assist device for the automatic transmission according to the second embodiment.
In the second embodiment, instead of changing the gain in the PID control, the position sensor 7 changes the detection sensitivity with respect to the relative position according to the relative position.
Since other configurations are the same as those of the first embodiment, description thereof is omitted.

[Action to change detection sensitivity of position sensor]
In the second embodiment, as shown in FIG. 12, the detection output signal of the position sensor 7 indicates that the relative displacement amount is 0, that is, the change rate of the detected voltage with respect to the relative displacement near the middle point, with respect to the change in the relative displacement amount. Rather, the change rate of the detected voltage with respect to the relative displacement far from the midpoint is increased.
Then, when the relative displacement is far from the midpoint, an input is made to the PID control so that a larger deviation occurs. Thereby, when the relative displacement is far from the middle point, a larger drive control amount of the assist actuator 2 can be obtained than when the relative displacement is close. Therefore, the motor of the assist actuator 2 rotates at a higher speed, the followability of the operation position on the automatic transmission 5 side to the operation position on the select lever 11 side is improved, and rattling is prevented. . Therefore, as shown in FIG. 10, the followability of the operation position on the automatic transmission side is improved to the operation position on the select lever 11 side, and the occurrence of rattling is prevented.

Explain the effect. The select assist device for an automatic transmission according to the second embodiment has the following effects.
(2) Since the position sensor 7 increases the detection sensitivity as the relative displacement increases, the followability can be improved and the operation feeling can be improved by preventing rattling.

(Other embodiments)
The embodiment of the present invention has been described based on the first and second embodiments. However, the specific configuration of the present invention is not limited to the embodiment, and the scope of the present invention is not deviated. Design changes and the like are included in the present invention.
The shape and size of the select lever 11 are arbitrary, and may be a switch shape that can be operated with a fingertip.
As an example of the position sensor, a potentiometer whose contact position between the brush and the substrate is variable will be described as an example.

In the first and second embodiments, the idle coupling mechanism is shown as an example of the relative displacement permissible coupling mechanism. However, even if other than the idle coupling mechanism, for example, both couplings are allowed while allowing an elastic displacement up to the limit elastic displacement amount. It may be an elastic coupling mechanism that couples with a member.
The elastic coupling mechanism will be described in detail. In the first embodiment, the midpoint from both ends of the play groove 131 to the protrusion 171 that engages with the play groove 131 of the first rotating portion 13 and is located in the play groove 131. The springs are provided on both sides so as to bias the protrusion 171 toward the position. The check mechanism unit 14 is not provided. Then, the spring is expanded and contracted by the protrusion 171 of the second rotating portion 17 that is positioned by rotating to the operating position via the control cable 4 by the detent force of the automatic transmission 5, and the first rotating portion 13, that is, the select lever is extended by the spring force. 11 position is determined. In the elastic coupling mechanism, an operation reaction force to the select lever 11 is generated by transmitting the detent on the automatic transmission side through the spring in this way. Similarly, the control is performed so that the midpoint position of the play groove, that is, the elastic displacement amount is set to 0, so that the operation of the automatic transmission 5 follows the operation of the select lever 11. This elastic coupling mechanism is also an example of a relative displacement allowable coupling mechanism.

In the first and second embodiments, as an example of the play coupling mechanism, a groove, a protrusion, and an assist actuator that allow play amount are provided in the select unit. However, as shown in FIG. 14, the second rotating unit 17 and the assist actuator are provided. May be provided in the automatic transmission 5. Specifically, referring to FIG. 15, the control arm 51 of the automatic transmission 5 is connected to the second rotating portion 17, and the control arm 51 switches the range position by the rotation of the second rotating portion 17. To do. The second rotating portion 17 is provided with a worm wheel 16 to engage the worm 21 of the assist actuator 2. Therefore, the assist actuator 2 is provided on the automatic transmission 5 side. One end of the control cable 4 is attached to the protrusion 171 that moves in the play groove 131 of the first rotating portion 13 provided with the select lever 11, and the other end is attached to the second rotating portion 17. Such a configuration may be used.

Moreover, as an example of an idle connection mechanism, the example which provided the idle connection mechanism and the assist actuator in the middle of the control cable is shown in FIG. 15, FIG.
In this example, the idle coupling mechanism is formed by the connecting portion of the control cable 8a and the control cable 8b, and the relative displacement amount is detected by the position sensor 71. The control cable 8 b on the select lever 11 side is connected to the input lever 92 by the joint 91, and the control cable 8 e on the automatic transmission 5 side is connected to the output lever 95 by the joint 96. The input lever 92 and the output lever 95 are connected to an output shaft 94 that is the same rotation shaft. A worm wheel 93 is provided on the output shaft 94, and a worm 98 is provided on the output shaft of the electric motor 97 of the assist actuator to be engaged with the worm wheel 93. As described above, the play coupling mechanism and the assist actuator may be provided in the middle of the control cable, or the displacement amount may be directly detected at a portion where the relative position displacement amount is generated in the play coupling mechanism.

It is a side view which shows the structure of the automatic transmission of 1st Example. It is a principal part perspective view which shows the detailed structure of an actuator. It is a control block diagram of a controller. It is a perspective view which shows the structure of the detent of an automatic transmission. It is a flowchart which shows the basic flow of the process of range switching control performed with a control unit. It is a characteristic view which shows the operation reaction force which generate | occur | produces in a select lever in a P-> R range direction. It is explanatory drawing which shows the characteristic of the operating angle of a select lever, the operating angle of an actuator, and a relative position in operation to P-> R range. It is explanatory drawing which shows operation of a select lever, and operation | movement of an actuator. It is explanatory drawing which shows the gain set by the proportional gain setting part of the controller of Example 1. FIG. 3 is a time chart illustrating an operation position, an operation position, a relative displacement amount, and a gain in the first embodiment. 6 is a control block diagram of a controller in Embodiment 2. FIG. It is explanatory drawing which shows the output characteristic of the position sensor in Example 2. FIG. 10 is a time chart showing an operation position, an operation position, a relative displacement amount, and a gain in Embodiment 3. It is a figure which shows the other example of the selection assistance apparatus of the automatic transmission of an Example. It is a figure which shows the other example of the selection assistance apparatus of the automatic transmission of an Example. It is a figure which shows the link part of the other example of the selection assistance apparatus of the automatic transmission of an Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Select part 11 Select lever 12 Select knob 13 1st rotation part 131 Groove 14 Check mechanism part 141 Pin 142 Groove part 142a Valley part 16 Worm wheel 17 2nd rotation part 171 Protrusion 18 Cable mounting lever 19 Support axis 2 Assist actuator 21 Warm 3 Controller 31 Integral operation unit 311 Integrator 312 Multiplier 32 Proportional operation unit 321 Multiplier 33 Differentiation operation unit 331 Differentiator 332 Multiplier 34 Proportional gain setting unit 35 Differential gain setting unit 36 Adder 37 Motor drive control unit 4 Control cable 5 Automatic transmission 51 Control arm 52 Rotating shaft 53 Detent plate 53a Cam crest 53b Groove (valley)
54 Spring plate 55 Detent pin 56 Parking rod 57 Cam-like plate 58 Parking gear 6 Position sensor 7 Position sensor 71 Position sensor 8a Control cable 8b Control cable 8e Control cable 91 Joint 92 Input lever 93 Warm wheel 94 Output shaft 95 Output lever 96 Joint 97 Electric motor 98 Worm

Claims (3)

The select lever and the automatic transmission select position switching device are connected by a select operation force transmission system, and the select operation force transmission system is provided with an assist actuator for assisting the select operation force by the driver. In the device
The select operating force transmission system is connected to a first connecting member connected to a select lever, a second connecting member connected to the select position switching device, and the connecting members are connected to each other while allowing relative displacement up to a limit amount. A relative displacement permissible coupling mechanism, and the assist actuator is set as the second coupling member,
Provide assist control means for controlling the drive of the assist actuator,
The assist control means includes
Drive command value calculating means for calculating a drive command value of the assist actuator using a gain so as to reduce the relative displacement of both connecting members;
With
The drive command value calculating means includes
Increasing the gain as the relative displacement increases,
A select assist device for an automatic transmission. The select lever and the automatic transmission select position switching device are connected by a select operation force transmission system, and the select operation force transmission system is provided with an assist actuator for assisting the select operation force by the driver. In the device
The select operating force transmission system is connected to a first connecting member connected to a select lever, a second connecting member connected to the select position switching device, and the connecting members are connected to each other while allowing relative displacement up to a limit amount. A relative displacement permissible coupling mechanism, and the assist actuator is set as the second coupling member,
Providing a relative displacement amount detecting means for detecting a relative displacement amount of the both connecting members;
Provide assist control means for controlling the drive of the assist actuator,
The assist control means includes
Drive command value calculating means for calculating a drive command value of the assist actuator using a gain so as to reduce the relative displacement of both connecting members;
With
The relative displacement amount detection means increases the detection sensitivity as the relative displacement increases.
A select assist device for an automatic transmission. In the automatic transmission select assist device according to claim 1,
The drive command value calculating means includes
PID control with the relative displacement amount as the deviation input,
The gain that increases as the relative displacement increases,
Either or both of P control and D control in PID control.
A select assist device for an automatic transmission.

Images