JP2007046674A - Vehicular shift position detector - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a vehicle from protruding due to rotational synchronization control during the gear change on the basis of the detection result of a lever position even when errors occur in detection of a shift lever position. <P>SOLUTION: A shift position equivalent to a gear ratio and that of judged from the detection result of the shift lever position are compared with each other after calculating the gear ratio of a manual transmission from an engine speed, that is, a vehicle speed. When the shift position judged from the detection result of the shift lever position is shifted to the low-speed side by one stage, the detection result of the shift lever position with the rotational synchronization control is corrected to the high-speed side by one stage. When it is shifted to the low-speed side by two stages, the detection result of the shift lever position with the rotational synchronization control is corrected to the high-speed side by two stages. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a shift position detecting device for a vehicle that includes a sensor that continuously detects the position of a shift lever and detects the shift position based on the position of the shift lever detected by the sensor.

Patent Document 1 discloses that an engine output is increased at the time of downshift to a low speed stage where an engine brake is applied in an automatic transmission, thereby rapidly increasing the engine rotation speed and shortening the shift time and reducing the engine braking force. A shift control device that suppresses a shift shock due to a temporary increase is disclosed.
JP-A-5-229368

By the way, in a vehicle equipped with a manual transmission, a shift shock can be mitigated by performing rotation synchronous control for controlling the target engine rotation speed according to the shift position after the shift and the vehicle speed at that time during the shift. .
However, in the case of a manual transmission, since it is necessary to determine the shift position after the shift from the shift lever position operated by the driver, if an error occurs in the detection of the shift lever position, the target rotation speed is set in the rotation synchronization control. If an error occurs, for example, if the shift position is erroneously detected at a lower speed than the actual position, there is a problem that the vehicle is protruded by performing the rotation synchronization control.

  The present invention has been made in view of the above problems, and even if an error occurs in the detection of the shift lever position and the shift position is erroneously detected, the drivability is deteriorated by the control based on the detection result of the shift position. It is an object of the present invention to provide a shift position detection device that can avoid such a situation.

  Therefore, a vehicle shift position detection device according to the present invention is a vehicle shift position detection device that detects a shift position based on the position of a shift lever that is continuously detected by a sensor, and is an input / output rotation of a transmission. The shift position is estimated from the ratio, and the detection result of the shift position using the sensor is corrected based on the estimation result.

  According to this configuration, the input / output rotation ratio, which is the ratio between the input shaft rotation speed and the output shaft rotation speed of the transmission, indicates the transmission gear ratio (shift position) in the transmission, so the sensor correctly detects the shift lever position. In this case, the shift position corresponding to the detection result of the shift lever position should match the shift position estimated from the input / output rotation ratio, and the difference between the two shift positions is due to the detection error of the shift lever position. It can be judged.

  Therefore, by correcting the shift position determined from the detection result of the shift lever position of the sensor based on the shift position estimated from the input / output rotation ratio, the control based on the detection result of the shift position does not greatly deteriorate the drivability. Operate on the side.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a vehicle engine / power transmission system including a vehicle shift position detection device according to the present invention and a control system thereof.
In FIG. 1, a manual transmission 2 is connected to the engine 1 via a clutch (not shown), and the gear position of the manual transmission 2 is arbitrarily selected by operating the shift lever 3 by the driver.

The shift lever 3 moves along a shift gate 4 as shown in FIG.
The shift gate 4 is provided along the stroke direction which is the vertical direction (front-rear direction of the vehicle) in FIG. 2 and the select direction which is the left-right direction (left-right direction of the vehicle) in FIG. 2, and extends along the select direction. A neutral gate portion 4a, a 1-2 gate portion 4b extending forward and backward from the left end of the neutral gate portion 4a, and a 3-4 gate portion extending forward and backward from the vicinity of the center of the neutral gate portion 4a 4c, and 5-6 gate portion 4d extending forward and backward from the right end of the neutral gate portion 4a. When the shift lever 3 is positioned at the neutral gate portion 4a, the 3-4 gate portion 4c intersects. The shift lever 3 is urged toward the center (neutral position).

  When the shift lever 3 is positioned at the front end of the 1-2 gate 4b, the shift lever 3 is positioned at the first speed when the shift lever 3 is positioned at the rear end of the 1-2 gate 4b. When the shift lever 3 is positioned at the front end of 4c, the shift lever 3 is at the third speed, and when the shift lever 3 is positioned at the rear end of the 3-4 gate portion 4c, the shift lever 3 is at the front end of the 5-6 gate portion 4d. The manual transmission 2 is shifted to the fifth speed by positioning the shift lever 3 at the rear end of the 5-6 gate portion 4d when the third position is positioned.

Here, as shown in FIG. 3, the gear stage of the manual transmission 2 is switched via a shaft 5 that is linked to the shift lever 3.
That is, the shaft 5 moves back and forth in the axial direction in conjunction with the movement of the shift lever 3 along the stroke direction, and the shaft rotates about the axis in conjunction with the movement of the shift lever 3 along the select direction. The gears of the respective speed stages are meshed by the axial direction of the shaft 5 and the movement around the shaft.

A stroke sensor 11 that continuously detects a position in the axial direction of the shaft 5, that is, a position in the stroke direction of the shift lever 3, and a rotational position around the axis of the shaft 5, that is, in the select direction of the shift lever 3. A select sensor 12 that continuously detects the position is provided.
The position of the shift lever 3 can be detected as a position on the plane corresponding to the shift gate 4 from the position in the stroke direction detected by the stroke sensor 11 and the position in the select direction detected by the select sensor 12. It is like that.

Detection signals from the stroke sensor 11 and the select sensor 12 are input to an engine control module (hereinafter referred to as ECM) 13.
The ECM 13 includes a microcomputer, and includes a first clutch switch 15 that detects a fully engaged state of the clutch from a depression amount of the clutch pedal 14 in addition to signals from the stroke sensor 11 and the select sensor 12, and the clutch. The second clutch switch 16 that detects the fully released state of the clutch from the depression amount of the pedal 14, the vehicle speed sensor 17 that detects the vehicle speed VSP from the output shaft of the manual transmission 2, and the rotational speed Ne (rpm) of the engine 1 are detected. A signal is input from an engine rotation sensor 18 that performs the operation, a neutral switch 19 that detects a neutral state of the manual transmission 2, and the like.

Based on the signals from the various sensors and switches, the ECM 13 reduces the shift shock when the clutch is engaged by bringing the engine rotation speed close to the rotation speed after the shift when the driver performs a shift operation (when the clutch is released). Rotation synchronous control is performed.
The outline of the rotation synchronization control will be described below with reference to a control block diagram shown in FIG.
First, the target gear calculation unit 101 determines the next shift position (target gear) from the position of the shift lever 3 detected by the stroke sensor 11 and the select sensor 12.

Then, the target engine speed calculation unit 102 calculates the target engine speed (rpm) from the vehicle speed at that time and the next shift position (target gear).
On the other hand, the shift control determination unit 103 determines whether to execute rotation synchronization control from the depression of the clutch pedal 14, and the rotation speed F / B control unit 104 receives the determination result of the shift control determination unit 103 and receives the target value. An engine torque request for bringing the actual engine speed Ne (rpm) closer to the engine speed is output.

In response to the engine torque request, the engine torque control unit 105 performs the opening degree control of the electric throttle 21 and the ignition timing advance / retard control to generate the requested engine torque.
The electric throttle 21 is a device that opens and closes a throttle valve 21a by a throttle actuator 21b such as a motor.

  In addition, a switch 30 for arbitrarily designating execution / stop of the rotation synchronization control is provided, and an indicator lamp 31 indicating an operation state of the rotation synchronization control is provided, and the on / off determination unit 106 It is determined whether the switch 30 is on or off, the lighting of the indicator lamp 31 is controlled, and the shift control determination unit 103 is instructed whether to execute the rotation synchronization control.

Here, when the detection output of the stroke sensor 11 and the select sensor 12 is deviated from the actual position of the shift lever 3, especially when the detection result of the shift position is deviated to a lower speed side than the actual position, the rotation synchronization control is performed. As a result of the engine speed being controlled to be higher than the required synchronous rotation, there is a possibility that the vehicle will inadvertently protrude with the shift.
Therefore, in the present embodiment, the ECM 13 corrects the detection result of the shift position as shown in the flowchart of FIG. 4 to prevent the protrusion from occurring while performing the rotation synchronization control. ing.

In the flowchart of FIG. 4, in step S11, it is determined whether or not the vehicle is traveling.
Specifically, it is determined from the signals of the first clutch switch 15 and the neutral switch 19 that the clutch is completely engaged and the manual transmission 2 is not in the neutral state.

When the vehicle is running, the process proceeds to step S12, and the detection signals of the stroke sensor 11 and select sensor 12, the engine speed signal, and the vehicle speed signal are read.
In the next step S13, the detection of the shift position is performed by comparing the detection signals of the stroke sensor 11 and the select sensor 12 with a detection signal range set in advance for each shift position (1st to 6th speeds). Do.

In step S14, the gear ratio of the manual transmission 2 is calculated from the ratio (input / output rotation ratio) between the engine rotation speed (input shaft rotation speed of the transmission) and the vehicle speed (output shaft rotation speed of the transmission). To do.
In step S15, it is determined whether or not the gear ratio calculated in step S14 corresponds to one of the gear positions (1st to 6th gears) of the manual transmission 2.

  When the routine proceeds to step S15, since the vehicle is running with the clutch engaged, the gear ratio of the manual transmission 2 calculated from the engine speed and the vehicle speed is any one of 1st to 6th gears. If it is not compatible with any of the first to sixth speeds, the detection result of the engine rotation speed and / or the vehicle speed is different from the actual result. It is determined that a gear ratio that does not correspond to any of them is calculated.

Therefore, if the gear ratio calculated in step S14 does not correspond to any of the gears (1st to 6th) of the manual transmission 2, the process proceeds to step S16 and the engine speed and / or The abnormality detection of the vehicle speed is determined, and this routine is finished as it is.
On the other hand, when the gear ratio calculated in step S14 corresponds to any one of the gear positions (1st to 6th gears) of the manual transmission 2, the process proceeds to step S17, and the gear calculated in step S14 corresponds. Set the shift position to the estimated shift position.

In step S18, it is determined whether or not the shift position detected based on the detection outputs of the stroke sensor 11 and the select sensor 12 in step S13 matches the estimated shift position set in step S17.
If the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 matches the estimated shift position, the process proceeds to step S19, and the shift position is determined based on the detection outputs of the stroke sensor 11 and the select sensor 12. Is determined to be correctly detected.

Accordingly, when the process proceeds to step S19, the rotation synchronization control is performed based on the shift position detected based on the detection outputs of the stroke sensor 11 and the select sensor 12.
On the other hand, if it is determined in step S18 that the shift position based on the detection output of the stroke sensor 11 and the select sensor 12 does not match the estimated shift position, the process proceeds to step S20, and the detection of the stroke sensor 11 and the select sensor 12 is performed. It is determined that the shift position is not correctly detected based on the output.

Then, in the next step S21, it is determined whether or not the shift position that is one step higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 matches the estimated shift position.
In other words, it is determined whether or not the shift position detected based on the detection outputs of the stroke sensor 11 and the select sensor 12 is shifted to the lower speed side by one stage than the estimated shift position that is the actual shift position. .

If it is determined that the shift position that is one stage higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 matches the estimated shift position, the process proceeds to step S22.
In step S22, the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 is corrected to a shift position on the higher speed side by one stage, and the rotation synchronization control is performed based on the corrected shift position. .

The state in which the shift position detected based on the detection outputs of the stroke sensor 11 and the select sensor 12 is shifted to the lower speed side by one stage from the actual state means that the output range of the stroke sensor 11 is as shown in FIG. This is a case where the vehicle is shifted to the rear side.
In the state where the output range is deviated as described above, the output in the stroke direction is larger than the threshold value when the shift lever 3 is actually located at the 1st, 3rd, and 5th speed positions. The first, third, and fifth speeds are detected from the detection outputs of the stroke sensor 11 and the select sensor 12, but the shift lever 3 is actually located at the second, fourth, and sixth speed positions. Since the output in the stroke direction is larger than the threshold value, the first speed, the third speed, and the fifth speed are detected based on the detection outputs of the stroke sensor 11 and the select sensor 12.

That is, the first shift is detected when the actual shift position is the first speed and the second speed, the third shift is detected when the actual shift position is the third speed and the fourth speed, and the actual shift position is the fifth speed and the sixth speed. At this time, it is detected as the fifth speed.
On the other hand, in the released state of the clutch for which synchronous rotation control is performed, the shift position cannot be determined based on the engine speed and the vehicle speed. Therefore, when the output range of the stroke sensor 11 is deviated as described above, the stroke For example, even if it is determined from the detection outputs of the sensor 11 and the select sensor 12 to be the first speed, for example, it is unknown whether it is the first speed or the second speed.

Here, when the rotation synchronization control is performed, if the shift position based on the detection output of the stroke sensor 11 and the select sensor 12 is corrected to the higher speed side by only one stage, for example, the detection result of the first speed is uniformly corrected to the second speed. Will be.
When the above correction is performed, the rotation synchronization control is performed as the second speed if it is actually the second speed, and the rotation synchronization control can be performed in the same manner as when there is no sensor detection deviation. If this is the case, the rotation synchronization control is performed as a shift to the second speed, which is higher by one step than the actual speed. As a result, the effect of suppressing the shift shock is less than that in the normal state, but the vehicle protrudes due to excessive rotation increase control. Can be avoided.

That is, if the shift position is detected and the rotation synchronization control is normally performed in a state where the sensor output is deviated as described above, the downshift to the first speed is actually performed while the downshift to the second speed is actually performed. By making an erroneous determination, the engine rotational speed is excessively increased and there is a possibility that the vehicle protrudes at the end of shifting.
However, as in this embodiment, when it is unclear whether the speed is the first speed or the second speed, the rotation synchronization control is performed as the uniform second speed, thereby avoiding the occurrence of the protrusion and the rotation synchronization control. The effect of mitigating the shift shock due to can be obtained.

That is, by correcting the detection result of the shift position so as not to be at least at the lower speed side than the actual shift position, the occurrence of the protrusion can be avoided while continuing the rotation synchronization control.
If it is determined in step S21 that the shift position one speed higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 does not match the estimated shift position, the process proceeds to step S23.

In step S23, it is determined whether or not the estimated shift position matches the shift position that is two steps higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12.
If it is determined that the shift position that is two steps higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 matches the estimated shift position, the process proceeds to step S24.

In step S24, the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 is corrected to the higher speed side by only two stages, and the rotation synchronization control is set based on the corrected shift position.
The state in which the shift position detected based on the detection outputs of the stroke sensor 11 and the select sensor 12 is shifted to the low speed side by two steps means that the output range of the select sensor 12 is the right side of the vehicle as shown in FIG. This is the case.

In the state where the output range is deviated as described above, it is detected as the first speed when the shift lever 3 is positioned at the first speed or the third speed, and the second speed when the shift lever 3 is positioned at the second speed or the fourth speed. Is detected as the third speed when the shift lever 3 is located at the fifth speed, and is detected as the fourth speed when the shift lever 3 is located at the sixth speed.
Here, if the shift position detection result is uniformly corrected to the high speed side by two steps during the rotation synchronization control in which the shift position cannot be determined based on the engine rotation speed and the vehicle speed, the detection result of the third speed and the fourth speed is changed to the fifth speed. When the detection result is 1st speed or 2nd speed, it is corrected to 3rd speed or 4th speed to correct to the actual shift position. There are cases where the correction is performed to the high speed side by two steps from the actual shift position.

For example, when the actual shift position is the first speed or the third speed, it is detected as the first speed, so when it is actually the third speed, it is corrected to the actual shift position. The rotation synchronization control is performed as the third speed.
When the speed is actually 1st, the effect of mitigating the shift shock is reduced by performing the rotation synchronization control as the 3rd speed. However, if the speed is actually 3rd, the shift shock can be mitigated as in the normal case.

Similarly, if the detection result of the 2nd speed is uniformly corrected to the 4th speed, there are a case where it is corrected to the 4th speed which coincides with the actual shift position, and a case where it is actually 2nd speed but corrected to the 4th speed. Yes, if it is actually 4th speed, rotation synchronization control is normally performed, and if it is actually 2nd speed, rotation synchronization control is performed as 3rd speed.
If the shift position is detected and the rotation synchronization control is normally performed in a state shifted in the select direction as described above, for example, a downshift to the third speed is erroneously determined as a downshift to the first speed. The engine rotational speed is controlled to increase excessively, and there is a possibility that the vehicle may protrude at the end of the shift. However, as in this embodiment, for example, whether it is the first speed or the third speed is unknown. By performing the rotation synchronization control at the uniform third speed, it is possible to obtain the effect of mitigating the shift shock by the rotation synchronization control while avoiding the occurrence of the protrusion.

When it is determined in step S23 that the shift position that is two steps higher than the shift position based on the detection outputs of the stroke sensor 11 and the select sensor 12 does not match the estimated shift position, the actual shift position. It is determined that the detection characteristics of the stroke sensor 11 and the select sensor 12 are shifted in the direction in which the shift position on the higher speed side is erroneously detected.
In this case, even if the rotation synchronization control is performed using the detection result of the shift position as it is, the engine rotation speed is excessively increased and the vehicle does not protrude at the end of the shift. Since there is a possibility that the shift position is corrected to a lower speed side, the routine is terminated without performing the setting for correcting the shift position detection result.

Accordingly, when it is determined in step S23 that the shift position that is two steps higher than the shift position based on the detection output of the stroke sensor 11 and the select sensor 12 does not match the estimated shift position, the stroke sensor 11, The rotation synchronization control is performed using the detection result of the shift position based on the detection output of the select sensor 12 as it is.
If it is determined in step S11 that the vehicle is not running, the shift position cannot be estimated based on the engine speed and the vehicle speed, and the change in the detection characteristics of the stroke sensor 11 and the select sensor 12 cannot be determined. After clearing the estimated shift position data, the routine is terminated.

  When the shift position based on the detection output of the stroke sensor 11 and the select sensor 12 does not match the shift position estimated based on the engine rotation speed and the vehicle speed, the driver is warned of a shift position detection abnormality with a lamp or the like. It is preferable.

1 is a system diagram showing an engine, a power transmission system, and a control system in an embodiment. The figure which shows the shift gate in embodiment same as the above. The block diagram which shows the detail of rotation synchronous control in embodiment same as the above. The flowchart which shows the correction control of the position of the shift lever in embodiment same as the above. The figure which shows the state which the detection range shifted | deviated to the stroke direction in embodiment same as the above. The figure which shows the state which the detection range shifted | deviated to the selection direction in embodiment same as the above.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Manual transmission, 3 ... Shift lever, 11 ... Stroke sensor, 12 ... Select sensor, 13 ... Engine control module (ECM), 14 ... Clutch pedal, 15 ... First clutch switch, 16 ... First 2 clutch switch, 17 ... vehicle speed sensor, 18 ... engine rotation sensor, 19 ... neutral switch

Claims (6)

A shift position detecting device for a vehicle comprising a sensor for continuously detecting the position of the shift lever, and detecting the shift position based on the position of the shift lever detected by the sensor,
A shift position detection apparatus for a vehicle, wherein a shift position is estimated from an input / output rotation ratio of a transmission, and a detection result of a shift position using the sensor is corrected based on the estimation result. Based on the difference between the estimated shift position and the detection result of the shift position using the sensor, the direction of detection deviation by the sensor is determined, and the shift position using the sensor is determined based on the direction of detection deviation. The vehicle shift position detection device according to claim 1, wherein the detection result is corrected. The position of the shift lever is detected as a position on a plane by two sensors having different detection directions, and the sensor is used based on which of the detection directions of the two sensors is the detection deviation direction. 3. The shift position detection device for a vehicle according to claim 2, wherein the detection result of the shift position is corrected. The shift position detection result is corrected so that the shift position detection result using the sensor is not at least at a lower speed side than the actual shift position. Vehicle shift position detection device. When it is detected that the estimated shift position is n (≧ 1) stages faster than the shift position detection result using the sensor, the shift position detection result using the sensor is uniformly set. 5. The shift position detecting device for a vehicle according to claim 1, wherein the shift position is corrected to a higher speed than n stages. The vehicle shift position detection according to any one of claims 1 to 5, wherein a rotation synchronization control is performed to synchronize an engine rotation speed with a target rotation speed based on a detection result of the shift position during a shift. apparatus.

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