JP2007132408A - Select assist device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a select assist device for an automatic transmission enabling range-change-over operation at a time of failure by mechanical connection of a select lever and a select-position change-over device capable of expanding the degree of freedom in layout by miniaturization of the select lever, and providing select lever operating force characteristics corresponding to demand. <P>SOLUTION: The select assist device for an automatic transmission comprises a drive-acceptance determination part 311 for determining whether a drive is permitted or inhibited, a detection-value correction part 312, a first drive-command-value computing part 321, and a second drive-command-value computing part 322. The detected-value correction part 312 corrects a relative displacement with the detection value of a relative displacement in the period of a drive inhibition as a detection error. The first drive-command-value computing part 321 computes a first drive-command-value for an assist actuator 2 on the basis of a relative displacement corrected by the detection-value correction part 312. The second drive-command-value computing part 322 obtains a second drive-command-value by performing the switching, in response to the result of determination by the drive-permission determination part 311 between the first drive-command-value and a command-value corresponding to a drive halt. <P>COPYRIGHT: (C)2007,JPO&INPIT

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, and detecting a relative displacement amount Relative displacement amount detection means, drive permission determination means for determining permission and prohibition of driving of the assist actuator from the relative displacement amount, and correction of the relative displacement amount using a detection value of the relative displacement amount during the drive inhibition period as a detection error According to the determination result by the correction means, the first drive command value calculation means for calculating the first drive command value of the assist actuator from the relative displacement amount corrected by the correction means, and the drive permission determination means, A first drive command value; and a second drive command value calculation means for switching a command value corresponding to drive stop to be a second drive command value, and the assist actuator is controlled by the second drive command value It is characterized by that.

  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 (relative displacement) for detecting a stroke angle of the second rotating unit 17 with respect to the first rotating unit 13 or a stroke angle of the first rotating unit 13 with respect to the second rotating unit 17 is provided at the fulcrum shaft 19. Corresponding to a quantity detecting means).

  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 portion 14 includes a pin 141 that protrudes from the first rotating portion 13 to the outer peripheral side, and a groove portion 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 relative rotation is detected by the position sensor 6 and output to the controller 3.
The controller 3 mainly includes a correction unit 31, a drive command unit 32, and a motor drive control unit 33.

The correction unit 31 corrects the detection error of the relative displacement amount detected by the position sensor 6, and includes a drive permission determination unit 311 and a detection value correction unit 312.
The drive determination permission unit 311 determines whether or not to permit driving by comparing the detected value of the relative displacement amount with a predetermined value. If it is smaller than the predetermined value, driving is prohibited. However, when the relative displacement amount becomes smaller than the predetermined value during the select operation and the driving is prohibited so that the driving is not prohibited, the driving is permitted when it becomes larger than the predetermined value, and then the time smaller than the predetermined value continues for a certain period. Driving may be prohibited.
The detection value correction unit 312 stores the detection value of the relative displacement amount during which driving is prohibited as a detection error, and performs correction by subtracting the detection error from the detection value of the relative displacement amount.

The drive command unit 32 calculates a drive command value for the assist actuator 2 from the corrected relative displacement amount, and includes a first drive command value calculation unit 321 and a second drive command value calculation unit 322.
The first drive command value calculation unit 321 calculates a drive command value by PID control calculation using the corrected relative displacement amount as a deviation input.
The second drive command value calculation unit 322 outputs the first drive command value as it is when the drive permission determination result is drive permission, and outputs the command value equivalent to drive stop when the drive is prohibited.

  The motor drive control unit 33 drives the assist actuator according to the drive command value.

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 operation force of the select lever 11 is transmitted to the automatic transmission 5, the operation reaction force in 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 a thing. 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 is detected by the position sensor 6, and a motor drive control command value corresponding to the relative position deviation is set by the drive command unit 32, and the electric motor of the assist actuator 2 is 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, by controlling the relative position displacement near the midpoint of the relative position under the control of the PID control calculation unit 35, the movement by the operation of the select lever 11 is followed as shown in FIGS. 8 (a) to 8 (c). Thus, the control arm 51 of the automatic transmission is driven 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, the shape and size of the cam crest in the groove 142 and the pin 141, the strength of the spring, and the like can be configured to make the light operation feeling of the select lever 11 smaller than the conventional one very excellent.

[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 contacts 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

[Detection error]
If there is a detection error in the position sensor 6 that detects the relative displacement amount, the relative displacement amount is controlled to 0. Therefore, the actual relative displacement amount is controlled with the position shifted by the detection error as a target. . As a result, there is a high possibility of hitting the backlash end during the operation, and when hitting the backlash end, there is a problem that the operation becomes heavy or uncomfortable.

When the position shifted by the detection error is controlled as a target, not only the protrusion 171 easily hits the play groove 131 during the selection operation, but also when the driver stops driving the assist actuator 2 when selection switching is completed. Considering the case where the select lever is touched, the mechanically stable point (the position where the relative displacement is 0 if the influence of friction is ignored) from the state in which the relative displacement is shifted by the stop of the driving of the assist actuator 2 is considered. Therefore, there is a problem in that the vibration of the assist actuator 2 that has stopped driving is transmitted to the hand via the shaft, giving the driver a sense of incongruity.
In the first embodiment, this problem is solved and the detection error is corrected with high accuracy so as to ensure a sufficient allowable displacement amount and not to give a sense of incongruity due to the detection error.

[Detection error correction]
FIG. 9 is a flowchart showing the flow of detection error correction processing executed by the controller 3 of the selection assist device of the automatic transmission according to the first embodiment. Each step will be described below.

  In step S11, a relative displacement amount (relative angle) is detected, and the process proceeds to step S12.

  In step S12, the detected value of the relative displacement amount is differentiated, and the process proceeds to step S13.

  In step S13, the detection error is subtracted from the detected value of the relative displacement to obtain the corrected relative displacement, and the process proceeds to step S14.

  In step S14, the first drive command value is calculated from the corrected relative displacement amount, and the process proceeds to step S15.

  In step S15, it is determined whether or not the drive permission flag is in the permitted state. If the drive permission flag is in the permitted state, the process proceeds to step S16, and if it is in the prohibited state, the process proceeds to step S22.

  In step S16, it is determined whether or not the detected value of the relative displacement amount is smaller than a predetermined value 1. If smaller, the process proceeds to step S17, and if it is greater than or equal to the predetermined value 1, the process proceeds to step S21.

  In step S17, the timer is incremented and the process proceeds to step S18.

  In step S18, it is determined whether or not the timer value is larger than the predetermined value 2. If it is larger, the process proceeds to step S19, and if it is equal to or smaller than the predetermined value 2, the process proceeds to step S21.

  In step S19, the timer is reset to set the drive permission flag to a prohibited state, and the process proceeds to step S20.

  In step S20, the detection error storage flag is reset so that the storage is not completed, and the process proceeds to step S21.

  In step S21, the first drive command value is substituted for the second drive command value, and the process ends.

  In step S22, it is determined whether or not the detected value of the relative displacement amount is equal to or greater than the predetermined value 1. If it is equal to or greater than the predetermined value 1, the process proceeds to step S23, and if it is smaller than the predetermined value 1, the process proceeds to step S24.

  In step S23, the drive permission flag is set to the permitted state, and the process proceeds to step S24.

  In step S24, it is determined whether or not the detection error has been stored. If the storage has been completed, the process proceeds to step S25. If the storage has not been completed, the process proceeds to step S26.

  In step S25, the second drive command value is set to a value corresponding to drive stop, and the process ends.

  In step S26, it is determined whether or not the differential value of the relative displacement amount is smaller than the predetermined value 3. If the differential value is smaller than the predetermined value 3, the process proceeds to step S27, and if it is greater than the predetermined value 3, the process proceeds to step S25.

  In step S27, the relative displacement is stored as a detection error, and the process proceeds to step S28.

  In step S28, a detection error storage completion flag is set to a storage completion state, and the process proceeds to step S25.

[Accurate grasping of detection error]
In the first embodiment, since the detection error is measured in the state where the driving of the assist actuator 2 is prohibited, the error can be detected without being influenced by the driving (step S15). Further, since the detection error is measured in a state where the differential value of the relative displacement amount is smaller than the predetermined value 3, the error detection can be performed in a state where the relative displacement amount is very stable (step S26). In this way, the detection error is accurately stored as the correction value, and correction is performed by subtracting the correction value from the detection value of the relative displacement amount at the time of subsequent detection.

[Detection error elimination]
In the first embodiment, the correction is performed by subtracting the correction value from the detected value of the relative displacement amount.
In the select assist device for the automatic transmission according to the first embodiment, the select assist control is basically performed only by measuring the relative displacement by the position sensor 6.
As a result, the sensor cost is reduced, and the cost is reduced by control that does not become complicated.
For this reason, eliminating the detection error of the relative displacement amount is very effective, and the control accuracy can be improved.

  Furthermore, in the select assist device for the automatic transmission according to the first embodiment, an allowable amount of relative displacement between the first rotating unit 13 on the select lever 11 side and the second rotating unit 17 on the automatic transmission 5 side. Until the protrusion 171 contacts the end of the play groove 131. With respect to the allowable amount of the relative displacement, when the operation is performed at the time of mechanical connection at the time of failure, the protrusion 171 is brought into contact with the end portion of the play groove 131 and further operated from there, thereby being mechanically connected. Since this is a select operation, if the allowable amount of relative displacement is too large, the difference from the normal select position becomes too large, making the operation difficult. In addition, it is necessary to secure this amount of movement in the device layout, and the effect of downsizing the select unit 1 is reduced.

  If the allowable amount of relative displacement is too small, the protrusion 171 frequently abuts against the end of the play groove 131 when the control follow-up delay is large. If the driver feels uncomfortable, the operation feeling will be reduced.

  Therefore, the allowable amount of the relative displacement amount has a small margin at the upper and lower limits. On the other hand, as described above, in the first embodiment, since the detection error can be accurately removed, the selection assist of the automatic transmission is specifically performed without causing these problems and maintaining the cost reduction. The device can be established.

  Further, by removing the detection error, the stable point of the mechanical range position and the 0 point in control well coincide with each other. As a result, for example, when the hand is left on the select lever when the select operation is completed, the control point becomes 0 before reaching the stable point of the mechanical range position due to a detection error, and the assist control stops. In addition, the stop of driving of the assist actuator 2 is transmitted through the select lever 11 and there is no sense of incongruity.

  Further, when the deviation between the stable point of the mechanical range position and the zero point in the control occurs due to the detection error, if this deviation amount is large, the assist control stops at the zero point in the control. By moving to a stable point, the relative displacement amount exceeds the assist control activation threshold value, and the assist control is activated and becomes zero point in control. In the first embodiment, it is possible to prevent the driver from feeling uncomfortable by being transmitted to the driver's hand through the select lever 11.

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 driver's operation force 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 to it by making the operation heavy.

Furthermore, compared to a shift-by-wire system, the shift-by-wire system provides better control system responsiveness and positioning accuracy against disturbances such as the zero point 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.

  Further, in the first embodiment, the drive permission determination unit 311 that determines whether the assist actuator 2 is permitted to drive or prohibit from the relative displacement amount, and the relative displacement amount is corrected using the detected value of the relative displacement amount during the drive prohibition period as a detection error. The detection value correction unit 312, the first drive command value calculation unit 321 that calculates the first drive command value of the assist actuator 2 from the relative displacement amount corrected by the detection value correction unit 312, and the drive permission determination unit 311 The assist actuator 2 includes a first drive command value and a second drive command value calculation unit 322 that switches the command value corresponding to the drive stop to a second drive command value according to the determination result. Since it is controlled by the drive command value, it is possible to prevent a decrease in operation feeling such as rattling of the relative displacement allowance.

The second embodiment is an example in which correction is performed using a filter.
FIG. 10 is a block diagram of a controller of the select assist device of the automatic transmission according to the second embodiment.
In the second embodiment, a high-pass filter 313 is provided as a part for correcting the detection value of the correction unit 31.
The high-pass filter 313 cuts a low frequency component of the detected value of the relative displacement amount by the position sensor 6 as a detection error, and passes the high frequency component on the assumption that it is generated by an actual operation.

Further, the high-pass filter 313 takes 10 minutes (600 seconds) until the detected value starts to deviate from the true value due to a detection error and reaches a steady state.
The high-pass filter 313 sets the filter cutoff frequency Fc to (1/600) × 10 to (1/3) × 0.1 rad / sec.
When the high-pass filter 313 is performed by control calculation, the transfer function G1 is G1 = s / (S + Fc). Note that s is a Laplace operator.
Since other configurations are the same as those of the first embodiment, description thereof is omitted.

The operation will be described.
[Filter correction effect]
FIG. 11 is a time chart showing the detected value and true value (correction value) of relative displacement (relative angle) and filter action in the select assist device of the automatic transmission of the second embodiment. A is a detected value, and B is a corrected value. The hatched portion in FIG. 11 corresponds to the difference between the detected value and the corrected value.
FIG. 11 shows changes in the relative displacement when a select operation is performed from one range position to the next range position as a detected value including a detection error and a value after correction.

As shown in FIG. 11, since the detection error increase rate is slow, the detection error is cut by the high-pass filter 313, and the corrected value can be made substantially coincident with the true value.
This is because the movement of the relative displacement is regarded as one wave that is combined with the plus and minus peaks, and attention is paid to the frequency, so that such correction can be made and the relative displacement can be eliminated. Can be corrected.
In other words, the high-pass filter 313 is set to the cutoff frequency as described above, so that it does not attenuate for a fast change of about 3 seconds or less, which is a normal operation period, and the drift is 600 seconds. In order to eliminate a slow change of a degree or more, the detection error can be removed, and the correction unit 31 can perform operation input without any problem.
Since other operations are the same as those of the first embodiment, description thereof is omitted.

Explain the effect. The select assist device for an automatic transmission according to the second embodiment has the following effects.
(2) A drive permission determination unit 311 that determines permission and prohibition of driving of the assist actuator 2 from the relative displacement amount, a correction value that passes the detected value of the relative displacement amount to remove the detection error component, and a cutoff frequency The high-pass filter 313 set based on the normal operation period of the select lever and the speed at which the detected value of the relative displacement fluctuates due to the temperature change of the position sensor 6, and the relative correction corrected by the high-pass filter 313. Corresponding to the first drive command value and the drive stop according to the determination result by the first drive command value calculation unit 321 that calculates the first drive command value of the assist actuator 2 from the displacement amount and the drive permission determination unit 311 And a second drive command value calculation unit 322 that switches the command value to be used as a second drive command value, and the assist actuator 2 is operated by the second drive command value. Therefore, the same effect as the above effect (1) can be obtained by the high-pass filter, and if it is performed inside the control calculation, the detection error is corrected without adding a configuration, and the accuracy is high. Control can be possible.
Since other effects are the same as those of the first embodiment, description thereof is omitted.

The third embodiment is an example in which a high-pass filter is configured to subtract a value obtained by passing a low-pass filter from a detected value, and a limiter is provided for a value obtained by passing the low-pass filter.
FIG. 12 is a block diagram of a controller of the select assist device for the automatic transmission according to the third embodiment. A is a detected value, and B is a corrected value. The hatched portion in FIG. 12 corresponds to the difference between the detected value and the corrected value.
In the third embodiment, a low-pass filter 314, a limiter 315, and a filter correction unit 316 are provided as correction portions of the correction unit 31.

The low-pass filter 314 is provided so as to constitute a high-pass filter as a whole. Specifically, a filter similar to the high-pass filter is configured by subtracting the value that has passed through the low-pass filter from the detected value.
The transfer function G2 is G2 = Fc / (s + Fc).
The limiter 315 limits the value to be passed so as to prevent it from being excessively corrected by limiting it within a range of detection errors assumed in advance.
The filter correction unit 316 performs correction by subtracting the output of the limiter 315 from the detected value of the relative displacement amount from the position sensor 6, and outputs the corrected value.
Since other configurations are the same as those of the first embodiment, description thereof is omitted.

Next, the operation will be described.
[Regarding the state of hand rest]
In a driver who drives a vehicle, a hand for performing a select operation may be placed on the select knob 12 of the select lever 11 during a period other than the select operation. This period and number of times vary depending on the person. In this case, there is no intention to operate, but the operation is input to the select lever 11 with a constant force of the hand weight.
FIG. 13 is a time chart of the relative displacement amount showing the filter correcting action when the hand is in the same configuration as in the second embodiment. A is a detected value, and B is a corrected value. The hatched portion in FIG. 13 corresponds to the difference between the detected value and the corrected value.

As shown in FIG. 13, since the force in the hand-drawn state is slow, the correction value (the value after correction) is directed toward 0 by the action of the high-pass filter immediately after the start of hand-drawing. It will converge.
As a result, a detection error corresponding to the hand is generated by the correction operation of the detection error.
The third embodiment further solves this problem.

[Filter correction processing]
FIG. 15 is a flowchart showing a flow of detection error correction processing executed by the controller 3 of the select assist device of the automatic transmission according to the third embodiment. Each step will be described below. In addition, about the step which performs the process similar to the flowchart of Example 1 shown in FIG. 9, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  In step S31, the detected value of the relative displacement is processed by the low-pass filter 314 and the limiter 315 to obtain a detection error.

[Filter correction effect]
FIG. 14 is a time chart of the relative displacement amount showing the filter correcting action of the select assist device of the automatic transmission of the third embodiment.
In the third embodiment, a filter that passes high-frequency is configured by a low-pass filter 314 and a filter correction unit 316.
The detected value of the relative displacement detected by the position sensor 6 is input to the low-pass filter 314 and the filter correction unit 316. The low-pass filter 314 passes the low frequency component of the detection value. Then, the filter correction unit 316 subtracts the output value of the low-pass filter 314 from the detected value of the relative displacement amount to perform the same operation as the high-pass filter. That is, since the portion that passes through the low-pass filter is a detection error component that is originally desired to be removed from the detection value, it is removed by subtracting it from the detection value.

Further, in the third embodiment, a filter that passes through the high band is configured in this way, and the output of the low band filter 314 is passed through the limiter 315 so as to be limited.
Accordingly, the filter correction sets a limit on the detection error to be removed, so that all operation components are not removed when there is a slow operation such as a hand-held state.

Then, when a hand-drawn state occurs, the correction value converges toward 0 immediately after the start of hand-drawing as shown in FIG. However, the detection error caused by the hand is generated, but the detection error can be reduced.
Therefore, it is possible to eliminate the detection error and to suppress the increase in the detection error on the contrary, and to achieve both.

Thereby, it is possible to prevent the detection error from fluctuating the operation feeling and to prevent the operation feeling from fluctuating even in the hand-held state.
Note that, in the case where the amount of relative displacement generated in the hand-held state is small, there is no difference between Example 2 and Example 3.

Explain the effect. The select assist device for an automatic transmission according to the third embodiment has the following effects.
(3) A drive permission determination unit 311 that determines whether to permit or prohibit driving of the assist actuator 2 from the relative displacement amount, and a correction unit that corrects the detection value component by passing the detected value of the relative displacement amount through the filter. 31 and the first drive command value calculation unit 321 that calculates the first drive command value of the assist actuator 2 from the relative displacement amount corrected by the correction unit 31 and the determination result by the drive permission determination unit 311, A first drive command value and a second drive command value calculation unit 322 that switches a command value corresponding to drive stop to be a second drive command value are provided, and the correction unit 31 is configured to detect a relative displacement amount detection value. The correction amount is obtained, and the cutoff frequency is set in advance based on the normal operation period of the select lever and the speed at which the detected value of the relative displacement varies due to the temperature change of the relative displacement detection means. The low-pass filter 314 configured as described above and a filter correction unit 316 that subtracts the correction amount from the detected value of the relative displacement amount to obtain the corrected relative displacement amount, and the correction amount obtained by the low-pass filter 314 is obtained. Since the assist actuator 2 is controlled by the second drive command value, the effect similar to the effect of the above (2) can be obtained. Even if this occurs, fluctuations in the operational feeling can be suppressed and the operational feeling can be kept good.

(Other embodiments)
As mentioned above, although embodiment of this invention has been demonstrated based on Examples 1-3, the concrete structure of this invention is not limited to an Example, The range which does not deviate from the summary of invention. 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.

  Further, as a relative displacement amount detecting means, a position sensor 61 (corresponding to an operating position detecting means) for detecting a stroke angle of the first rotating portion 13 with respect to the fixed member, that is, an operating angle of the select lever 11, is provided at the fulcrum shaft 19. Further, the position of the fulcrum shaft 19 is a position sensor 62 (for detecting the stroke angle of the second rotating portion 17 with respect to the fixed member, that is, the rotational position of the control arm 51 of the automatic transmission 5 via the control cable 4. (Corresponding to operating position detecting means) may be provided. By calculating a deviation between the operation position detected by the position sensor 61 and the operation position detected by the position sensor 62, a relative displacement amount is obtained. In that case, the relative displacement amount and the operating position can be obtained directly or by calculation in combination with the position sensor 61 or the position sensor 62.

In the first to third embodiments, the idle coupling mechanism is shown as an example of the relative displacement allowable 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 to third embodiments, as an example of the play coupling mechanism, grooves, projections, and assist actuators that allow play amount are provided in the select unit. However, as shown in FIG. 16, the second rotating unit 17 and the assist actuator are provided. May be provided in the automatic transmission 5. Specifically, referring to FIG. 16, 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 coupling mechanism, the example which provided the idle coupling mechanism and the assist actuator in the middle of the control cable is shown in FIG.
In this example, the idle coupling mechanism is formed by a connection portion between the control cable 8a and the control cable 8b, and the relative displacement 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 the 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. 6 is a flowchart showing a flow of detection error correction processing executed by the controller 3 of the select assist device of the automatic transmission according to the first embodiment. FIG. 6 is a block diagram of a controller of a select assist device for an automatic transmission according to a second embodiment. It is a time chart which shows the detected value and true value (correction value) of relative displacement (relative angle), and a filter action in the select assist device of the automatic transmission of Example 2. FIG. 6 is a block diagram of a controller of a select assist device for an automatic transmission according to a third embodiment. FIG. 10 is a time chart of relative displacement amounts showing a filter correction action in a configuration similar to that of the second embodiment when the hand is put on the hand. 12 is a time chart of relative displacement amounts showing the filter correction action of the select assist device of the automatic transmission according to the third embodiment. 10 is a flowchart showing a flow of detection error correction processing executed by a controller 3 of a select assist device for an automatic transmission according to a third embodiment. 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 Play 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 shaft 2 Assist actuator 21 Warm 3 controller 31 correction unit 311 drive permission determination unit 312 detection value correction unit 313 high-pass filter 314 low-pass filter 315 limiter 316 filter correction unit 32 drive command unit 321 first drive command value calculation unit 322 second drive command value calculation Part 33 Motor drive control part 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 plate 58 Parking gear 6 Position sensor 7 Ignition switch 61 Position sensor 62 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,
Assist control means for controlling the drive of the assist actuator;
A relative displacement detection means for detecting the relative displacement;
Drive permission determination means for determining drive permission and drive prohibition of the assist actuator from the relative displacement amount;
Correction means for correcting the relative displacement amount using the detection value of the relative displacement amount during the drive inhibition period as a detection error;
First drive command value calculating means for calculating a first drive command value of the assist actuator from the relative displacement amount corrected by the correcting means;
A second drive command value calculating means for switching a first drive command value and a command value corresponding to drive stop to a second drive command value according to a determination result by the drive permission determining means;
With
A selection assist device for an automatic transmission, wherein the assist actuator is controlled by a second drive command value. 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,
Assist control means for controlling the drive of the assist actuator;
A relative displacement detection means for detecting the relative displacement;
Drive permission determination means for determining drive permission and drive prohibition of the assist actuator from the relative displacement amount;
Correction means for performing correction for removing the detection error component by passing the detected value of the relative displacement amount through the high-pass filter;
Setting means for setting a cutoff frequency of the high-pass filter based on a normal operation period of the select lever and a speed at which a detected value of the relative displacement varies due to a temperature change of the relative displacement detecting means;
First drive command value calculating means for calculating a first drive command value of the assist actuator from the relative displacement amount corrected by the correcting means;
A second drive command value calculation unit that switches a first drive command value and a command value corresponding to drive stop to a second drive command value according to a determination result by the drive permission determination unit;
With
A selection assist device for an automatic transmission, wherein the assist actuator is controlled by a second drive command value. 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,
Assist control means for controlling the drive of the assist actuator;
A relative displacement detection means for detecting the relative displacement;
Drive permission determination means for determining drive permission and drive prohibition of the assist actuator from the relative displacement amount;
Correction means for correcting the filter to pass the detected value of the relative displacement amount and remove the detection error component;
First drive command value calculating means for calculating a first drive command value of the assist actuator from the relative displacement amount corrected by the correcting means;
A second drive command value calculation unit that switches a first drive command value and a command value corresponding to drive stop to a second drive command value according to a determination result by the drive permission determination unit;
With
The correction means includes
Correction amount calculation means for obtaining a correction amount by a low-pass filter for the detected value of the relative displacement amount; and
Corrected displacement amount calculating means for subtracting the correction amount from the detected value of the relative displacement amount to obtain a corrected relative displacement amount;
Consists of
A setting means for setting a cutoff frequency of the low-pass filter based on a normal operation period of a select lever and a speed at which a detected value of the relative displacement varies due to a temperature change of the relative displacement detecting means;
Limiting means for limiting the correction amount obtained by the correction amount calculating means within a preset range;
With
A selection assist device for an automatic transmission, wherein the assist actuator is controlled by a second drive command value.

Images